Ep. 009 - How Do You Design a Rear Wing? | Motorsport Aerodynamics Part 2
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- Опубликовано: 14 июл 2024
- This video explores the design of a rear wing for a GT style application, starting with a DoE (Design of Experiments) to find an optimum profile, we explore the effect of end plates, Gurney flaps and mounting configurations and their effect on lift and efficiency.
A correction to the video is explained in the comments
A more in-depth technical article on the same project can be found on our website: www.waveydynamics.com/post/re...
Hope you're inspired.
Note - Apologies for the graphical issues with the screen recordings. The software was having issues that couldn't seem to be rectified. 
Наука
First you create an aero map by taking pressure measurements along the car with pitot tubes, or monometers/pressure taps. Then you have a rough idea about where to put the wing, and how to mount it. Then you design your wing to work with the rest of the aero on your car. Then you refine your wing by trying different designs on CFD, 3d-print endplates, and validate your designs with measurements such as ride height changes before having your wing manufactured as one piece. Often companies create pretty good off the shelf wings for your specific car, and you can, to a degree, copy their designs, or use them as a baseline to work with the rest of the bodywork you've added.
Amazing video , thank you very much !
I made a mistake at 1:58 where i said "as you increase the vertical load you increase the coefficient of friction". What i meant to say here was that as you increase the vertical load on the tyre, you increase the lateral load the tyre can generate.
What actually happens is the coefficient of friction DECREASES as the vertical load increases. If you want to read more, i wrote an article on our website explaining how this effects weight transfer: www.waveydynamics.com/post/weight-transfer
yeah i thought so, hahaha had me questioning myself for a second
That was outstanding. Thank you for putting this together.
A bit late on the reply, but thanks!
These videos are great keep em up!
Much appreciated Shoaib, I'll be uploading a new one soon!
Quality stuff right here! Thank you
Thank you! I must get more uploaded!
@@WaveyDynamics Me too, but RUclips sometimes is really frustrating. Incredible content like yours doesn't get many views and videos of people doing stupid things get thousands. Anyway, I will try to take what I learned from your video an build a rear wing for my MX-5 Miata and then use load cells to measure the downforce.
@@HansBrodiAutomotive Lol yeah it can be a little frustrating, but the masses like what the masses like! Good luck with your project!
Well done. Very well done. Thank you.
Thanks, nice to hear feedback! Working on more soon!
@@WaveyDynamics looking forward to it.
Thank you for sharing. Sounds like it's pretty hard to go wrong with big end plates?
Here's a question that's come up in a recent conversation with folks on car aero: skeletonized vs flat uprights?
How much drag do they introduce versus weight they save etc etc.
There's also "scalloped" designs that seem to balance both worlds but it's hard to say...
You will have more drag as they get bigger, and the benefits with diminish so it’s best to try and get them in the ball park, but not a huge penalty for extreme ones!
I never investigated support designs - you could save a fairly decent amount of weight with skeletonised ones but my feeling is the extra drag is mostly negligible. Could wrap/cover them with vinyl or black electrical tape if you were really on it 😆 - Jahee
Thank you for the video. Nicely done. Do you have any further desire to find the best wing profile for a particular speed using Ansys build in optimisation tools? I mean you’ve got a parametrised model in SolidWorks and you have an objective as an efficiency in your simulation. You may try to run the optimisation process that would allow you to find the best profile automatically.
Hi Dmitry,
Thanks for the comments! No need to go any further on this wing, but there are certainly some more optimisations to be found for future projects!
Very interesting video! And why don't we use Swan mounting that come from behind the flap? It would avoid separating the stream before arriving on the profile
That's a good question. I think this is often due to regulations in certain series.
Maximum length is usually specified, so the disadvantage of introducing a small amount of turbulence in the flow before the leading edge of the wing is probably overshadowed by the advantage of placing your wing as far rearwards as possible to benefit from leverage.
@@WaveyDynamics Well seen ! Thank you for the answer ! 😁
Daniel Ricciardo is so talented. He's a Driver as well as an Engineer.
Lool! One more Ricciardo comment on this channel i'm closing it!
Hi. I'm a student new to aerodynamics! Your video gave me a brief insight on how the pressure/drage occurs due to the change of design. And I wanted to use the data you used. May I use the images in your vedio/post for my homework(report)?
Yeah please feel free, i just ask that you credit Wavey Dynamics.
What's the software you use to analyze these concepts?
This was done in ANSYS Fluent
Hi I need some help I rear wing length
Hello
Can you do me a favor and say what was the angel of attack you end with and the features of the spoiler shape
English is not my mother language and I'm trying to find an idea because I hope to make a wing for my car and my car is not that fast and it's not for heavy races it's pretty much a city car. Most people make fake wings only for the look but I wanna make one which do something back there besides the look. I will be thankful if you suggest me an angel and a shape for my spoiler.
Hope you the best❤
Anyone know a vid that can show you how to model an airfoil in Solidworks without importing XY coordinates, like how it was done here (using equations instead)?
Hope you managed to find it out :-)
@@WaveyDynamics I "figured out" a way, though not as clean looking as the one in the video. I'll eventually crack how it was done :) Love the content btw!
@@helpmeimconfused Good news! Keep pushing.
Glad you have been enjoying the content. More coming as soon as i'm able!
what speed does the car have to be traveling in order to see the wing start to work and generate downforce on the car?
It starts from zero! Aerodynamic forces build with the square of speed though, so the downforce generated at 100mph is 4x the downforce generated at 50mph. Maybe a better question would be "At what speed do aerodynamic forces start to become significant", the answer for that would depend on how powerful the wing is.
For a plane, that number might be around 150mph, for a race car, it could be 70mph, it's not really possible to give a general answer for that one.
@@WaveyDynamics thank you! that is great to know. I am trying to learn as mych as I can, I am trying to design a wing for my dragster, so I am only dealing with going fast in a straight line. The wing that came on the car is big, I think too big. So I want to design a better one that is a little smaller but still effective. I know the pitch angle of the wing effected my 1/4 mile time quite a bit. With minimum pitch, the car was faster however with the wing off it was the fastest, but I do notice some instability on the top end. This car does the 1/4 mile in 7.8 seconds @ 176mph.
also note, that ET is at very high altitude. My home track is in colorado. Track elevation is 5800' above sea level. We do travel to race and most tracks we travel to are at sea level. At sea level we are much faster.
@@waydesamuel3855 Ah ok i understand. If you're getting instability at higher speeds with no wing it would suggest to me that the body of the dragster is producing quite a large amount of lift.
I don't know what body style you're using but you may be able to make some modifications to that to reduce the lift without having such a large drag impact as a wing.
The website link isn't working
Ah! Thanks for letting me know.. We have had a re-brand since this was posted and have a new website. The link in the description is updated - www.waveydynamics.com/post/rearwingcfd
@@WaveyDynamics I love the article!!
@@andrewdiaz476 Good to hear it man.. I am just finishing up another one on diffuser flow. It'll be up in the next few days!
are you also the guy from J.E.D Dynamics :')
Ha ha no, different guy. I just googled it though. Good material!
"As you increase the vertical load you increase the coefficient of friction" - doesn't it sound like the friction coeff. being a function of vertical load ? I thought that the friction coeff. is a "function" of tire type and tarmac roughness as well as weather condition, and no matter the vertical load; the greater the vertical load, the greater the lateral force that the tire can withstand without loosening grip and finally start to sliding. At least that's how they taught me on my physics classes but I might get wrong :/
Firstly, thanks for commenting because you've highlighted a mistake..!
What i meant to say here was that as you increase the vertical load on the tyre, you increase the lateral load the tyre can generate. What actually happens is the coefficient of friction DECREASES as the vertical load increases.
The decrease of this coefficient of friction is actually why we try and reduce lateral weight transfer when working with vehicle dynamics.
So in reply to the rest of your comment, you're right. There are many variables that factor in to the CoF, but at a high level it's simply the relationship between the vertical load and the frictional force. We don't have to understand the intricacies when we just want to understand the load in (vertical load) vs. load out (lateral).
I wrote an article that features on our website that might explain this a little further www.waveydynamics.com/post/weight-transfer
Nice to discuss! Hit me back if you have any more questions! I'm gonna see if i can find a way to annotate the video! Haha