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Dr.-Ing. A. Henze, Prof. Dr.-Ing. W. Schrder Institute of Aerodynamics, RWTH Aachen University
Definition
Sportscars: permission for usual road traffic High power Suitable for every day life Race cars: Only for race tracks Competition Prototypes Modified standard cars Record cars Highest velocity Smallest fuel consumption Largest cruising range Special types of drive system (solar, )
Different aerodynamic requirements small drag small lift for high velocities in curves directional stability driving in the slipstream cooling of different aggregates comfort for the driver
History
Blitzen Benz, 1911 21.5 l, 200 hp, > 200 km/h pointed cooler slender body pointed tail driver + co-driver isolated wheels
drop shaped car, Benz, 1923 free wheels smooth under body l/d ~ 6.8 slender body
History
streamlined shape fully covered wheels Daimler-Benz, 1937 Auto Union, 1937
History
Mercedes 300 SLR, 1955 24 hours of Le Mans break flap increase of cW from 0.44 to 1.09
Daimler-Benz AG http://www.uniquecarsandparts.com.au/images/heritage/mercedes_300SLR.jpg
http://www.super-autos.net/c/cd-peugeot-66c01.jpg
History
Racing cars with wings to produce negative lift = downforce Chaparral 2C
http://www.metaphorsinmotion.com/posts/16-Jim-Hall-s-New-Chaparral-2-C http://www.histomobile.com/dvd_histomobile/usa/784/1965_Chaparral_2C.htm
History
History
Ground effect
http://www.ddavid.com/formula1/lotus79.htm
http://www.ddavid.com/formula1/images/lotus79b.jpg
http://www.more.racing-history.de/Porsche_962_1988.jpeg
History
Temporal development of the maximum lateral acceleration for limousines, sports cars and racing cars
Record vehicles
First vehicle > 100 km/h Jenatzky, 1899 electric engine l/d ~ 4 streamlined body non optimized under carriage non integrated driver
Golden Arrow, 1929 372 km/h Vertical tail wing Underbody aerodynamics
Record vehicles
Railton Mobil Special, 1947 634.4 km/h = 394.2 mph
http://www.motoringpicturelibrary.com/docs/hi-mpl340001197c.jpg
Record vehicles
http://www.jetblack.co.nz/site/cms/lsr-history
Rocket driven Blue Flame 1001,671 km/h, 1970 Thrust SSC Super Sonic Car 2 turbo jet engines 1227.985 km/h
http://www.jetblack.co.nz/site/cms/lsr-history
http://artschoolvets.com/blog/superblast/files/2009/03/the_blue_flame.jpg
Transonic speeds
Compressibility Displacement of the force application point Strong increase of the drag coefficient
Lift has been avoided for all speeds But, during sound transmission the negative pressure under the vehicle becomes positive. Subsonic: acceleration underpressure Supersonic: oblique shock overpressure Can lead to instability
ARVW Aerodynamic Research Volkswagen, 1982 l/h = 5.93, cW = 0.15 Face area A = 0.73 m2 173 hp 360 km/h 13.6l/100km Diesel C111 Mercedes Benz, 1978 cW = 0.18 l/h = 4.94 (relatively large) Integrated wheels
One-liter car three wheels l/h = 3.56/1.1 = 3.2 cW = 0.159, A = 1 m2 2 Persons 237 km, 95 km/h, 0.99 l Diesel/100km
http://www.autoplenum.de/Bilder/P/p0014821/OPEL/OPEL -Speedster-2-0-Turbo--2003-2005-.jpg
http://www.netcarshow.com/opel/2002eco_speedster_concept/1024x768/wallpaper_02.htm
Diesel 1.3 l CDTL, 110 hp, Common-Rail injection vmax = 250 km/h 2.5 l/ 100km
Solar mobile
Long laminar length Spirit of Biel-Bienne, university in Switzerland A= 1.1 m2 cW = 0.105 solar surface 7.9 m2
Flying dutchman University Delft, Rotterdam 3010 km average velocity 96.8 km/h vmax : 110 km/h
Sports Cars
Before the war Large coolers separated mud guards not aerodynamically optimized
http://www.kompressor-club.de/fahrzeuge.htm
Rudolf Caracciola, winner at mille miglia, 1931 road race in north italy weight saving: 125 kg
Sports Cars
Porsche 356, 1948 open version cW = 0.46, A = 1.41 m2
Porsche 356 A, 1950 closed version cW = 0.28, A = 1.68 m2 cA = 0.26, relatively high, but not very important, because the max. speed was not so high (140 km/h)
Sports Cars
Front spoiler, rear spoiler also for production cars Porsche 911 Turbo, 1983 300 hp 260 km/h cW = 0.4 A = 1.87 m2
http://www.elferhelfer.com/Galerie/1983gal/magic/1983_turbo_magic.htm
Results from racing aerodynamics are used also in sports production cars. Porsche 959, 1987 Integrated rear spoiler covered underbody cW = 0.31 A = 1.92 m2
http://www.conceptcarz.com/view/photo/5282,762/1987-Porsche959_photo.aspx
Sports Cars
Ferrari F60 Enzo Adjustable front diffuser movable rear spoiler Balance can be controlled at different velocities
3.) Long distance cars 2 hours sprint race 24 hours Le Mans divided in subclasses Prototypes Grand Touring
Vehicle classes
Vehicle classes
Audi R8, 2002, won Le Mans Abt Audi TTR, 2002, won DTM
Vehicle classes
generic car P/m = 0.25 kW/kg vmax = 320 km/h Formula 3 similar power-mass ratio less power less vmax DTM: higher power-mass ratio worse drag less vmax Long distance car good power mass ratio optimized for high average vel. IRL cars: very good power mass ratio highest velocity due to small drag on ovals Formula 1 highest power mass ratio slightly smaller vmax
Power vs. mass for typical race cars and for serial generic sports car
Vehicle classes
generic car typical values for good sports cars Formula 3 similar drag but higher down force much better in curves and during breaking DTM much higher drag area then the generic car (generic car is the base of DTM) Reglement prescribes rear wing geom. variations are not allowed higher power mass ratio IRL long oval: drag is similar to serial sports car, high lift, lateral accel.: 3.5 g short oval: values are 2 times higher, accel.: 4.5 g
Down force x area vs. drag x area for typical race cars and for serial generic sports car E: Efficiency = Lift/Drag
Vehicle classes
Formula 1 drag between the IRL cars higher efficiency high flexibility strong lateral accel: 3 g longitudinal accel while breaking: 4g Long distance cars drag similar to Formula 1 cars optimized for the high speed race track in Le Mans less accelerations than in Formula 1 Down force x area vs. drag x area for typical race cars and for serial generic sports car E: Efficiency = Lift/Drag
Vehicle classes
Race tracks
Monza: 75 % full load Monte Carlo slowest curve, 40 km/h wavy surface no ground effect possible higher down force with front and rear wing higher drag Optimization of the values for drag and lift Changes during the race are allowed between small limits generic race track (3 curves and 3 long lanes) variation of curve radii and length longer straight lanes lower lift large curve radius higher lift but the drag should not be too large (box stop) Handling ability to brake ability to berholen tyres gasoline
Total time for a single lap Slope of lines of constant lap time depends on the power The power in different classes is more or less important
Lift force as a function of the velocity The aerodynamic forces are in the same order of magnitude as the static forces Influence on the stability in curves ar at side winds Lateral acceleration for the generic car with standard race tyres as function of lift and drag (influences the curve velocity is only a function of lift coefficient
Curve velocity as function lift and drag Slight influence of the drag force Smaller drag higher velocity at the beginning of the curve stronger braking Larger curve radius slightly higher velocity in the curve at the same acceleration
Lap time as function of lift and drag Cw / cL = 0.3/0.5 has the same result as 0.9/2.0 Optimum ratio depends on the operating point For higher drag more variation of lift is necessary for the same optimization of the lap time than for lower drag
Forces and balance of a typical serial car Static balance = 0.55 c AV = 0.05, c AH = 0.1 At 350 km/h: 0.578
Typical situation during a race 1. Acceleration on the straight long road, higher downforces, both distances decrease Between accelerating and braking, abrupt load change, front axis distance decreases, rear axis is unloaded, distance increases Deceleration, smaller velocity, smaller down forces, both distances increase Between braking and accelerating, front axis is unloaded, rear axis is loaded
2.
3.
Distance of front and rear axes to the ground momentum during braking and acceleration Brake additional force onto the front axis tendency to oversteering ground effect can change decreasing front axis distance increasing balance decreasing rear axis distance decreasing balance
4.
Stable balance is important before the first road test define target values for static and aerodynamic balance not only lap time and efficiency Rebalancing
Assumption: increase of down force on the front axis without a change of the drag coefficient positive, since the efficiency is increased (point 1) aerodynamic balance moves to the front axis tendency to oversteer more down force on the rear axis (increase of the angle of attack) rear wing polar curve increase of drag (point 2) slightly worse lap time
Hockenheim Higher efficiency = better lap time increase of lift = increase of drag constant efficiency Better lap time Generic race car: 600 hP, 1000 kg, 2 m2 typical for LeMans
Le Mans = fast curves, very long staright roads Increase of lift = increase of drag Increase of lap time lower drag coefficient
Data from windtunnel polar curve Change of front wing, rear wing Additional aerodynamic parts no change of balance slope of the polar is not constant highest efficiency E = 2.45 for cW = 0.59 and cL = 1.45, lap time = 213.5 secs best lap time = 211 secs for cW = 0.46 and cL = 1.05, E = 2.28
Large and small end plates (stabilizing by moving the pressure point rearwards Critical velocity: lift > weight < 45front axis, v < 300 km/hj > 120 : rear axis is critical
higher velocity for the follwing car due to the smaller v drag reduction also for the leading car (increase of base pressure) following car with lift on the front axis loses lift oversteering following car with down force on the front axis lose down force understeering leading car with down force on the rear axis loses down force oversteering
Driving in lee
Basical body drop shaped body classical sportscar, flat nose, blunted tail serial cars Influence of the nose shape minimum for drag decrease of lift
Tail: very long droplet-like shape Kamm-tail: cut-off without remarkable increase of drag
Wings
Function: Creation of down force horizontal projection profile (including flaps) winglets, end plates
Aspect ratio
Lift vs. Angle of attack for two Symmetric and two asymmetric profiles
Gurney flap
Two additional counterrotating vortices plus deviation Additional lift and drag Efiiciency is usually worse tha for the wing, but can be positive for the balance of the total car
Ground effect
Maximum lift coefficient separation in the diffusor growing of boundary layers
Diffuser
Components of lift as function of h1 / H
Lift as function of N / h1
Diffuser