Fahrzeug- und Windradaerodynamik

High Performance Vehicles

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

Porsche Carrera 6 Langheck 220 hp, 265 km/h cW = 0.33

CD Peugeot 66 105 hp, 245 km/h

small drag coefficient reduced stability limited curve velocity

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

http://www.porsche.com/germany/sportandevents/motorsport/history/historical gallery/?gtabindex=1&gitemindex=7 http://www.auto-power-girl.com/high-resolution-wallpapers/porschecelebrates-40th-anniversary-of-porsche-917/1973-porsche-917-30-sypder.jpg

Porsche 917/30, 1973. 1100 hp, 370 km/h, cW = 0.57

Porsche 935/78, 1978, 845 hp. 370 km/h

History

http://upload.wikimedia.org/wikipedia/ commons/2/2d/Chaparral_2F__Mike_Spence_-_1967.jpg http://1.bp.blogspot.com/-0VPU0wW-ifs/TV7z3hV7aI/AAAAAAAAGGM/88quDXQqg9Q/s1600/Chaparral2E.jpg http://ashcom.homestead.com/RMH3257W.jpg

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

Rear wing with up to 9 elements Maximum of 3 is allowed

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.creativelydifferentblinds.c om/BlindImages/1045.jpg http://other-roads.blogspot.com/2009/07/railton-napier-mobil-specialmerdeka.html

Golden Rod, 1965 658.649 km/h 409.3 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

Other record aims

Optimized cW reach a given vmax with a fixed type of drive system Diesel engine Wankel engine Turbo engine Turbo diesel Solar mobile minimize fuel consumption maximize cruising range for a given amount of fuel

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

Other record aims

Sparmobil 1982, Volkswagen cW = 0.15, A =0.32 1491.3 km with one l Diesel average velocity: 16.9 km/h

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

Other record aims

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

good agreement for drag bad agreement for lift

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

DKW based on F8, 1939 Streamlined chassis Only 3 exemplars

Example: Mercedes-Benz 720 SSK, 1928 A = 1.57 m2 , cW = 0.91, 180 km/h

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

Rear spoiler can be moved out automatically at higher speeds

Ferrari F60 Enzo Adjustable front diffuser movable rear spoiler Balance can be controlled at different velocities

Vehicle classes 3 groups

1.) Free wheels Formula 1 formula 3 formula 3000 Indy racing league (IRL) Champ Cars (CART) 2.) touring cars Deutsche Tourenwagen-Masters (DTM) European touring car cup (ETTC) Base model are production limousines or coupes allowed modification depends on the racing class

3.) Long distance cars 2 hours sprint race 24 hours Le Mans divided in subclasses Prototypes Grand Touring

Vehicle classes

Formula 1 Mercedes McLaren, 2005 Dalara Indianapolis long oval

Dalara IRL, short oval, 2003

Dalara Formula 3, 2001

Vehicle classes

Audi R8, 2002, won Le Mans Abt Audi TTR, 2002, won DTM

Generic sports serial car for comparison A = 2 m2 cw = 0.33 cA = 0 m = 1400 kg P = 500 hP

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

Longitudinal and lateral accelerations for typical race cars

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

Aerodynamics, performance, driving behaviour

Drag force is proportional to cw and front face Minimization of both leads to conflicts Reglement free wheels minimal dimensions of components Cooling system Width of tyres Example: m = 1100 kg, mass ratio front/rear = 47/53 A = 2 m2,cAV = -0.45, cAH = -0.55 Assumption: Highest gear Very long straight road > 2000 m Vmax as a function of the drag coefficient and the engine power More power for a cooler engine (in between limits) But, more cooling power higher drag higher velocity for 450 hP at cw = 0.5 if increase of power is > 7 hP, at an increase of cw of 0.01 Low drag and high power v max At low power: increase of drag by a factor of 3 reduction of vmax about 28.2 % At high power: increase of drag by a factor of 3 Reduction of vmax about 30.2 %

Aerodynamics, performance, driving behaviour

Lines of constant vmax are much steeper Power is more important higher velocity for 450 hP at cw = 0.5 if increase of power is > 6.2 hP, at an increase of cw of 0.01

Same example on Hockenheimring Length of straight road: 1050 m

Aerodynamics, performance, driving behaviour

Fuel consumption as a function of drag and power Volume of tank, number of refuel stops (if allowed) mass of fuel influences the total mass of the car

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

Aerodynamics, performance, driving behaviour

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

Aerodynamics, performance, driving behaviour

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

Aerodynamics, performance, driving behaviour

Balance = ratio of forces on front and rear axes Aerodynamic, static and total balance BalAero = cAV / cA Forces and balance of a typical racing car Static balance 0.45 c AV = -0.4, cAH = -0.6 At 350 km/h: 0.424 At higher velocity: tendence to understeering (only for good race drivers)

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

Aerodynamics, performance, driving behaviour

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.

Strong changes of the balance at 2 and 4

Aerodynamics, performance, driving behaviour

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

Aerodynamics, performance, driving behaviour

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

Aerodynamics, performance, driving behaviour

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

Aerodynamics, performance, driving behaviour

Lift and drag for side slip angles ( < 10)

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

Aerodynamics, performance, driving behaviour

shorter distances than in usual traffic

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

Aerodynamics of constructional elements

Basical body drop shaped body classical sportscar, flat nose, blunted tail serial cars Influence of the nose shape minimum for drag decrease of lift

Higher nose if a front wing is included

Aerodynamics of constructional elements

Tail: very long droplet-like shape Kamm-tail: cut-off without remarkable increase of drag

Basical form is more or less defined by the reglement

Wings

Function: Creation of down force horizontal projection profile (including flaps) winglets, end plates

Aspect ratio

Aerodynamics of constructional elements

Lift vs. Angle of attack for two Symmetric and two asymmetric profiles

Typical configuration of a rear wing in DTM

Aerodynamics of constructional elements

Pressure distribution on a curved wing with an Additional flap

Induced drag the free vortices consume kinetic energy

Lift vs drag without (upper) and with (lower) flap

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

Principle of ground effect

Lift, drag and pitching moment

Schematic of a ground effect car

Diffuser
Components of lift as function of h1 / H

Lift as function of N / h1

Diffuser

Drag reduction as function Of ride height and area ratio

Drag reduction as function of the dimensionless Length