22-03-2015, 01:58 PM
i want ppt of aerodynamics of f1 cars
requirement-iwant thye history,and current aerodynamics
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aerodynamics of formula 1 cars ppt
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i want ppt of aerodynamics of f1 cars
requirement-iwant thye history,and current aerodynamics
07-04-2017, 10:21 AM
In simple terms, F1 aerodynamists have two main concerns: creating downforce, to help push the car's tires on the track and improve cornering strength; And the minimization of resistance, a product of air resistance that acts to lower the car down. Although always important in the design of racing cars, aerodynamics became a truly serious proposition in the late 1960s when several teams began experimenting with the now familiar wings. Wings of race cars - or aerofoils as they are sometimes known - operate exactly on the same principle as aircraft wings, only in reverse. Air flows at different speeds on both sides of the wing (having to travel different distances over its contours) and this creates a difference in pressure, a physical rule known as Bernoulli's Principle. When this pressure tries to equilibrate, the wing tries to move in the direction of the low pressure. Aircraft use their wings to create an elevator, racing cars use theirs to create a negative lift, better known as a support force. A modern Formula One car is able to develop a lateral turning force of 3.5 g (three and a half times its own weight) thanks to the aerodynamic force. That means that, theoretically, at high speeds could lead the other way around.
Early experiments with moving wings and high mounts led to some spectacular crashes, and regulations were introduced for the 1970 season to limit the size and location of the wings. Evolved over time, those rules are still largely true today. By the mid-1970s, it had been discovered that the "ground effect" had been discovered. Lotus engineers learned that through the ingenious design of the bottom of the car, the entire chassis could be made to act as a giant wing that sucked the car to the road. The latest example of this thought was the Brabham BT46B, designed by Gordon Murray, who actually uses a cooling fan to draw air from a sealed area under the car, creating a huge downforce. After the technical challenges of other teams was retired after a single race. Soon after the rule changes followed to limit the benefits of "ground effects" - first a prohibition on the skirts used to contain the low pressure area, then later a requirement for a "stepped floor" ".
In the years that have followed aerodynamic development has been more linear, although increasing speeds and several other factors have led the regulators of the sport to adjust and adjust the regulations on several occasions. As a result, today's aerodynamers have considerably less freedom than their past counterparts, with strict rules dictating the height, width and location of the body. However, with each additional kilogram of downforce equivalent to several milliseconds of lap time saved, the teams still invest considerable amounts of time and money in wind tunnel and computational fluid dynamics (CFD) programs, the two main forms of research aerodynamics.
The most obvious aerodynamic devices in a Formula One car are the front and rear wings, which together account for about 60 percent of the total downforce (with the floor responsible for most of the rest). These wings are equipped with different profiles depending on the loading requirements of a particular track. Slow and narrow circuits like Monaco require very aggressive wing profiles to maximize downforce, while in high-speed circuits like Monza the amount of wing is minimized to reduce drag and increase speed on long straights.
Each surface of a modern Formula One car, from the form of the suspension links to that of the driver's helmet - has its aerodynamic effects considered. This is because the interrupted air, where the flow "separates" from the body, creates turbulence which in turn creates drag and decreases the car down. In fact, if you look closely at a modern car, you will see that almost as much effort has been expended reducing the resistance and controlling the airflow as the aerodynamic load increases - from the vertical plates installed on the wings to prevent vortices Form in the diffuser mounted low in the back, which helps to re-equalize the pressure of the faster flowing air that has passed under the car and otherwise create a low pressure balloon "drag in the back.
Early experiments with moving wings and high mounts led to some spectacular crashes, and regulations were introduced for the 1970 season to limit the size and location of the wings. Evolved over time, those rules are still largely true today. By the mid-1970s, it had been discovered that the "ground effect" had been discovered. Lotus engineers learned that through the ingenious design of the bottom of the car, the entire chassis could be made to act as a giant wing that sucked the car to the road. The latest example of this thought was the Brabham BT46B, designed by Gordon Murray, who actually uses a cooling fan to draw air from a sealed area under the car, creating a huge downforce. After the technical challenges of other teams was retired after a single race. Soon after the rule changes followed to limit the benefits of "ground effects" - first a prohibition on the skirts used to contain the low pressure area, then later a requirement for a "stepped floor" ".
In the years that have followed aerodynamic development has been more linear, although increasing speeds and several other factors have led the regulators of the sport to adjust and adjust the regulations on several occasions. As a result, today's aerodynamers have considerably less freedom than their past counterparts, with strict rules dictating the height, width and location of the body. However, with each additional kilogram of downforce equivalent to several milliseconds of lap time saved, the teams still invest considerable amounts of time and money in wind tunnel and computational fluid dynamics (CFD) programs, the two main forms of research aerodynamics.
The most obvious aerodynamic devices in a Formula One car are the front and rear wings, which together account for about 60 percent of the total downforce (with the floor responsible for most of the rest). These wings are equipped with different profiles depending on the loading requirements of a particular track. Slow and narrow circuits like Monaco require very aggressive wing profiles to maximize downforce, while in high-speed circuits like Monza the amount of wing is minimized to reduce drag and increase speed on long straights.
Each surface of a modern Formula One car, from the form of the suspension links to that of the driver's helmet - has its aerodynamic effects considered. This is because the interrupted air, where the flow "separates" from the body, creates turbulence which in turn creates drag and decreases the car down. In fact, if you look closely at a modern car, you will see that almost as much effort has been expended reducing the resistance and controlling the airflow as the aerodynamic load increases - from the vertical plates installed on the wings to prevent vortices Form in the diffuser mounted low in the back, which helps to re-equalize the pressure of the faster flowing air that has passed under the car and otherwise create a low pressure balloon "drag in the back.
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