Influence of wing span on the aerodynamics of wings in ground effect

Diasinos, Sammy; Barber, Tracie; Doig, Graham

doi:10.1177/0954410011434884

Cited by 19 publications

(25 citation statements)

References 15 publications

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“…Due to the requirements of regulations, the wheels are exposed and therefore can contribute up to 40% of the vehicle's total drag (4) . The aerodynamic performance of front wings in isolation has been studied extensively in recent years (5)(6)(7)(8)(9)(10) , and several other reports on isolated.wheels have also increased knowledge about wheel performance when free of wing interference (11)(12)(13)(14)(15) . Intuitively, the close proximity of the front wheels to the front wing would be expected to have a strong influence on the overall system performance, yet the physics associated with the interaction of these two components remains poorly understood (1) .…”

Section: Introductionmentioning

confidence: 99%

“…This remains the only significant full-scale study of its kind in public literature to the best of the authors' knowledge. A moving ground was present in the wind tunnel, and tests were run at 30ms -1 , matching previous front wing work conducted in the same tunnel (6)(7)(8)(9)(10) . A generic double element wing was used with vertical endplates, and the wheels were rigid carbon fibre with a small amount of camber.…”

Section: Introductionmentioning

confidence: 99%

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On the interaction of a racing car front wing and exposed wheel

Diasinos

Doig

Barber

2014

Aeronaut. j. (1968)

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A numerical investigation of generic open-wheel racing car wing and wheel geometry has been conducted, using original sub-scale experimental data for validation. It was determined that there are three main interactions that may occur, identifiable by the path that the main and secondary wing vortices take around the wheel. Interaction 'A' occurs when the main and secondary wing vortices both travel outboard of the wheel; interaction 'B' is obtained when only the main wing vortex passes inboard of the wheel; while interaction 'C' sees both wing vortices travel inboard of the wheel. The different interactions are achieved when geometric changes to the wing affect the pressure distribution about the endplate, either by altering the magnitude of suction generated by the wing or by changing the locations of peak suction and vortices relative to the wheel's stagnation regions. As a result, the influence that the wing and wheel have on each other -in comparison to the same bodies in isolation -varies, resulting in significant consequences for downforce and drag.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

On the interaction of a racing car front wing and exposed wheel

Diasinos

Doig

Barber

2014

Aeronaut. j. (1968)

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“…The vast majority of ground-effect research has focused on high Reynolds number flows Re > 10 5 passing over thick and rigid wings (Qu et al, 2014(Qu et al, , 2015 and their application on large Wing-In-Ground (WIG) vehicles (Van Beek and Oskam, 1998;Carter, 1961;Lee et al, 2011), Formula-one aerodynamics (Zhang and Zerihan, 2003;Diasinos et al, 2012), or trains (Moon et al, 2005). A reduction in airfoil thickness is found to benefit (lift producing) wings in groundeffect by reducing drag and lowering the risk of negative down-force caused by the Venturi effect (suction on lower concave surface) (Rad and Kazemi, 2001;Moon et al, 2005).…”

Section: Introductionmentioning

confidence: 99%

Aeromechanics of membrane and rigid wings in and out of ground-effect at moderate Reynolds numbers

Bleischwitz

Kat

Ganapathisubramani

2016

Journal of Fluids and Structures

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Wind tunnel experiments are conducted using membrane wings and rigid flat-plates in ground-effect at a moderate Reynolds number of Re = 56,000 with ground clearances from 1% to 200% chord length measured from their trailing-edge. A six-axis load-cell captures time-resolved forces and moment while time-resolved stereo digital image correlation (DIC) measurements are performed to capture membrane motions. The lift and drag coefficients of the rigid wing in ground-effect follow well-established trends while the membrane wing appears to exhibit improved coefficients and efficiency (compared to the rigid wing) when in ground-effect. Proper orthogonal decomposition (POD) is applied to study the spatiotemporal structure of membrane vibrations. With increasing angles-ofattack and/or decreasing heights above ground, mode shapes of membrane deformation are dominated by large-scale fluctuations that have a smaller number of local extrema along the chord. Ground-effect induces modifications to the membrane deformation, which appear to be similar to the modifications induced by increasing angles-of-attack in free-flight. At high angles-of-attack in free-flight or at moderate angles in ground-effect, two POD modes of membrane fluctuations are found to be sufficient to capture 90% of all membrane deformations. Under these conditions, a membrane deformation with maximum camber near the trailing edge of the membrane wing is found to correlate with high lift, low drag and a nose down pitching moment. The extrema in membrane deformations and lift and drag forces occur simultaneously, while there is a time-lag between the deformation and the pitching moment.

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“…He concluded that the down-force increases as the angle of attack increases. Diasinos et al [19] conducted a 3-D CFD study of the influence of wing span for an inverted wing with endplates with ground effect. The airfoil used was modified NASA GA(W) LS (1)-0413.…”

Section: Introductionmentioning

confidence: 99%

Aerodynamic Characteristics of CLARK-Y Smoothed Inverted Wing with Ground Effects

Hussain¹

2016

IJCA

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A two-dimensional computational study had been performed regarding aerodynamic forces and pressures affecting a cambered inverted airfoil, CLARK-Y smoothed with ground effects by solving the Reynolds-averaged Navier-Stokes equations, using the commercial software COMSOL Multiphysics 5.0 solver. Turbulence effects are modeled using the Menter shear-stress transport (SST) two-equation model. The negative lift (down-force), drag forces and pressures surface were predicted through the simulation of wings over inverted wings in different parameters namely; varying incidences i.e. angles of attack of the airfoils, varying the ride hide from the ground covering various force regions, twodimensional cross-section of the inverted front wings to be fixed on nose of a race car-and varying speeds of initial airflow (Reynolds number). The results show that the downforce increases as the angle of attack increases; however, if an inverted wing is fixed on a car at high angles of attack the wing starts to stall which is not a desired condition that affects the vehicle stability and performance. As the ride height was reduced, the down-force was increased; at clearances between the suction surface and the ground of less than 0.2 of the chord length c, the down-force is significantly higher. Very close to the ground, at a ride height of less than 0.1c, downforce decreases as the wing stalls. Also, down-force increases as the free-stream velocity (Reynolds number) increases. The pressures for lower and upper surface of the wing increased with increasing both of angle of attack and ride height, but remains relatively ineffective with varying the speeds.

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Influence of wing span on the aerodynamics of wings in ground effect

Cited by 19 publications

References 15 publications

On the interaction of a racing car front wing and exposed wheel

On the interaction of a racing car front wing and exposed wheel

Aeromechanics of membrane and rigid wings in and out of ground-effect at moderate Reynolds numbers

Aerodynamic Characteristics of CLARK-Y Smoothed Inverted Wing with Ground Effects

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