Abstract
The aerodynamic loads generated in a wing are critical in its structural design. When multi-element wings with wingtip devices are selected, it is essential to identify and to quantify their structural behaviour to avoid undesirable deformations which degrade the aerodynamic performance. This research investigates these questions using numerical methods (Computational Fluid Dynamics and Finite Elements Analysis), employing exhaustive validation methods to ensure the accuracy of the results and to assess their uncertainty. Firstly, a thorough investigation of four baseline configurations is carried out, employing Reynolds Averaged Navier–Stokes equations and the k-ω SST (Shear Stress Transport) turbulence model to analyse and quantify the most important aerodynamic and structural parameters. Several structural configurations are analysed, including different materials (metal alloys and two designed fibre-reinforced composites). A 2022 front wing is designed based on a bidimensional three-element wing adapted to the 2022 FIA Formula One regulations and its structural components are selected based on a sensitivity analysis of the previous results. The outcome is a high-rigidity-weight wing which satisfies the technical regulations and lies under the maximum deformation established before the analysis. Additionally, the superposition principle is proven to be an excellent method to carry out high-performance structural designs.
Highlights
Aerodynamics has been considered in the design of Formula One cars since the beginning of the competition in the early 1950s
FIA Formula One regulations establish that all the aerodynamic devices of the car, including the front wing, rear front and bodywork, among other external components, need to be immobile according to the car’s reference plane [7]
In the last configuration (d), the wingtip devices create a new mechanical ligature between elements, 4and the structural behaviour of this configuration is similar to Formula One front wings
Summary
Aerodynamics has been considered in the design of Formula One cars since the beginning of the competition in the early 1950s. Almost all generated downforce in the car is provided by three main aerodynamic devices: front wing, rear wing and diffuser-floor [1,5] They are designed exclusively according to aerodynamic considerations, and cannot be designed separately. FIA Formula One regulations establish that all the aerodynamic devices of the car, including the front wing, rear front and bodywork, among other external components, need to be immobile according to the car’s reference plane [7]. The flow behind the wing usually was blocked, generating an important fluctuation in the downforce This undesired effect, called porpoising [9], obligated the FIA to restrict the minimum distance between the wing and the ground for safety reasons after Imola 1994. Several conclusions are extracted and a thorough validation is performed to ensure the accuracy of the results and to quantify its uncertainty
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