CN113492930A - Tail wing structure for improving adaptability of FSAE racing car flow field - Google Patents
Tail wing structure for improving adaptability of FSAE racing car flow field Download PDFInfo
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- CN113492930A CN113492930A CN202110780409.XA CN202110780409A CN113492930A CN 113492930 A CN113492930 A CN 113492930A CN 202110780409 A CN202110780409 A CN 202110780409A CN 113492930 A CN113492930 A CN 113492930A
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- main wing
- flap
- flow field
- racing car
- adaptability
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/007—Rear spoilers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D37/00—Stabilising vehicle bodies without controlling suspension arrangements
- B62D37/02—Stabilising vehicle bodies without controlling suspension arrangements by aerodynamic means
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/82—Elements for improving aerodynamics
Abstract
The invention discloses a tail wing structure for improving the adaptability of an FSAE racing car flow field. And the lower end of the end plate is provided with an arc part which generates a radian, so that the influence of an upstream flow field on the lower surface of the tail wing is weakened, and the downward pressure generated by the tail wing of the FSAE racing car is ensured. Meanwhile, the tail wing is simple in structure, high in reliability, low in cost and good in popularization value. And the empennage can be ensured to be suitable for more kinds of working conditions. The empennage can also be ensured to be suitable for more kinds of working conditions and different air flow conditions, such as different air density, humidity, temperature and the like.
Description
Technical Field
The invention relates to an empennage structure for improving the adaptability of a flow field of an FSAE racing car, and belongs to the field of automobile aerodynamics.
Background
The FSAE equation (Formula Sae) is an international race of Formula scooters, conceived, designed, manufactured and driven by the Protists and researchers teams, sponsored by the American society for automotive engineering. In recent years, FSAE racing cars have rapidly developed worldwide for their opening, design originality. With the increasing level of competition and the increasing maturity of racing engine and chassis technology, racing car designers try to seek higher breakthrough aerodynamically. Aerodynamic properties have an important influence on the performance of FSAE racing cars in all aspects, wherein an aerodynamic drag coefficient and a negative lift coefficient are two key parameters for measuring the aerodynamic properties of the racing cars.
The aerodynamic drag coefficient ensures that the racing car has high-speed running performance, and the negative lift coefficient measures the degree of downforce which can be formed by the racing car. Statistically, approximately 80% of the grip of a racing car is produced by downforce, with the remaining 20% being provided by the tire. The enough downward pressure can improve the grip of the FSAE racing car, shorten the braking distance, improve the over-bending speed and increase the stability of the racing car in the high-speed running process, and the tail wing of the racing car is the main structure for generating the downward pressure. The FSAE racing car without the empennage is increased along with the speed of the racing car, the adhesive force of the whole car is reduced, the ground grabbing force of a rear wheel is insufficient, the racing car sideslips when the car bends at a high speed, the phenomenon of difficult control is avoided, the race result is influenced, and great potential safety hazards exist for a driver and a race.
In China, with the application and development of aerodynamics on automobiles, the equation team of each college and university successively installs the empennage on the FSAE racing cars which are respectively designed and manufactured so as to improve the downforce of the racing cars. However, most motorcades use straight-plate type empennages, and due to the influence of the frame main ring and the driver helmet, the empennages are difficult to effectively utilize the air flow in the middle of the car body, and the downforce of the racing car cannot be effectively improved.
Like chinese utility model patent application number 201820501652.7, patent name shark fin FSAE cycle racing empennage, its main wing level sets up, and first flap is located the main wing rear upper place, and the second flap is located first flap rear upper place, and the fin aileron is located directly over the main wing, and can see from its attached drawing that main wing, first flap, second flap and fin aileron all are straight form. Thus, the overall downforce of the racing car is still insufficient.
Disclosure of Invention
The invention provides a tail wing structure for improving the adaptability of an FSAE racing car flow field, which overcomes the defects in the prior art. The technical scheme adopted by the invention for solving the technical problems is as follows:
fin structure that improves FSAE cycle racing flow field adaptability, it includes:
the lower end of each end plate is provided with an arc-shaped part;
the two ends of the main wing are fixedly connected to the inner side surfaces of the upper ends of the two end plates respectively, and the middle of the main wing is arched upwards;
and two ends of each flap are fixedly connected to the inner side surfaces of the upper ends of the two end plates respectively and are sequentially arranged above the main wing, and the middle of each flap is arched upwards.
In a preferred embodiment: the arc-shaped part is arc-shaped, the radius of the arc-shaped part is between 200 mm and 400 mm, and the central angle of the arc-shaped part is between 75 degrees and 90 degrees.
In a preferred embodiment: the upper end of the end plate is a vertical part, and the vertical part and the arc-shaped part are in smooth transition.
In a preferred embodiment: the height of the upward arch of the middle of the main wing is 6-10% of the span length of the main wing.
In a preferred embodiment: the height of the upward arching of the middle of the flap adjacent to the main wing is 60-100% of the height of the upward arching of the middle of the main wing.
In a preferred embodiment: the height of the upward camber of the middle of the flap far away from the main wing is less than or equal to the height of the upward camber of the middle of the flap adjacent to the main wing and close to the main wing.
In a preferred embodiment: the end plates are made of carbon fiber aramid fiber honeycomb sandwich materials, and the thickness of the end plates is 4-6 mm.
In a preferred embodiment: the main wing and the flap are made of carbon fiber PMI sandwich materials.
In a preferred embodiment: the two sides of the main wing are fixedly connected with main wing ribs, main wing lugs are arranged on the main wing ribs in an outward protruding mode, main wing through holes are formed in the main wing lugs, main wing bolts are arranged in addition, and the main wing bolts penetrate through the main wing through holes and then are in threaded connection with the upper end of the end plate; the equal rigid coupling in flap both sides has the flap rib, the flap rib is equipped with the flap lug to the evagination, the flap lug is equipped with the flap and perforates, is equipped with the flap bolt in addition, and this flap bolt passes behind the flap perforation and end plate upper end looks spiro union.
In a preferred embodiment: the bottom end of the bracket is fixedly connected to the main wing, and the top end of the bracket extends to the front of the main wing.
Compared with the background technology, the technical scheme has the following advantages:
1. according to the bernoulli principle, for a straight main wing and flap, the upstream aerodynamic suite induces vortices that directly pass the tail wing causing turbulence in the airflow passing over the tail wing. And because the middle of the main wing and the flap are arched upwards, the main wing and the flap can weaken the influence of an upstream component on the downward pressure so as to increase the downward pressure compared with the common straight wing. And the lower end of the end plate is provided with an arc part which generates a radian, so that the influence of an upstream flow field on the lower surface of the tail wing is weakened, and the downward pressure generated by the tail wing of the FSAE racing car is ensured. Meanwhile, the tail wing is simple in structure, high in reliability, low in cost and good in popularization value. And the empennage can be ensured to be suitable for more kinds of working conditions. The empennage can also be ensured to be suitable for more kinds of working conditions and different air flow conditions, such as different air density, humidity, temperature and the like.
2. The arc-shaped part is arc-shaped, the radius of the arc-shaped part is between 200 mm and 400 mm, the central angle of the arc-shaped part is between 75 degrees and 90 degrees, and the arc-shaped part in the range has the best optimization effect on the air flow of the upstream flow field. If the radian is too large, the air intake below the main wing and the flap is reduced, and the downward pressure of the main wing and the flap is influenced; if the radian is too small, the influence of the upstream flow field cannot be weakened.
3. The height of the upward arching of the middle of the main wing is 6% -10% of the span length of the main wing, and when the height of the upward arching is too large, the angle of attack of the arching part is too small, so that the downward pressure generated by the tail wing is influenced; if the height of the upward camber is too small, the influence of the upstream flow field airflow on the tail wing cannot be reduced.
4. The height of the upward arching of the middle of the flap adjacent to the main wing is 60% -100% of the height of the upward arching of the middle of the main wing, so that the phenomenon that the gap between the main wing and the adjacent flap is too large can be avoided, and the flap is prevented from losing effect.
5. The height of the upward arching of the middle of the flap far away from the main wing is less than or equal to the height of the upward arching of the middle of the flap adjacent to the main wing and close to the main wing, so that the overlarge gap between the flap and the flap can be avoided, and the flap is prevented from losing action.
6. The end plates are made of carbon fiber aramid fiber honeycomb sandwich materials, the thickness of the end plates is 4-6 mm, and the end plates are light as far as possible with low cost under the condition of ensuring the strength.
7. The main wing and the flap are made of carbon fiber PMI sandwich materials, and the strength and the light weight of the main wing and the flap can be guaranteed.
8. The main wing bolt penetrates through the main wing through hole and then is in threaded connection with the upper end of the end plate, so that reliable connection between the main wing and the end plate can be ensured; the flap bolt penetrates through the flap through hole and then is in threaded connection with the upper end of the end plate, so that reliable connection between the flap and the end plate can be ensured.
9. The bottom end of the support is fixedly connected to the main wing, the top end of the support extends to the front of the main wing, and the support can be used as a connecting part of the tail wing and the vehicle body so as to firmly connect the tail wing and the vehicle frame.
Drawings
The invention is further illustrated by the following figures and examples.
FIG. 1 is a schematic overall view of a preferred embodiment of a tail structure for improving the adaptability of the FSAE racing car flow field.
FIG. 2 is a schematic perspective exploded view of a preferred embodiment of a tail structure for improving the adaptability of the FSAE racing car flow field.
Fig. 3 is a perspective view showing the bracket of fig. 1 removed.
Fig. 4 shows a schematic structural view of two end plates.
FIG. 5 shows a schematic side view of a main wing and flap.
Detailed Description
In the claims, the specification and the drawings of the present invention, unless otherwise expressly limited, the terms "first", "second" or "third", etc. are used for distinguishing between different items and not for describing a particular sequence.
In the claims, the specification and the drawings of the present invention, unless otherwise expressly limited, all directional or positional relationships indicated by the terms "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "upper," "lower," "front," "rear," "left," "right," "clockwise," "counterclockwise," and the like are based on the directional or positional relationships indicated in the drawings and are used for convenience in describing the present invention and for simplicity in description, but do not indicate or imply that the device or element so indicated must have a particular orientation or be constructed and operated in a particular orientation, and therefore should not be construed as limiting the scope of the present invention.
In the claims, the description and the drawings of the present application, unless otherwise expressly limited, the terms "fixedly connected" and "fixedly connected" should be interpreted broadly, that is, any connection between the two that is not in a relative rotational or translational relationship, that is, non-detachably fixed, integrally connected, and fixedly connected by other devices or elements.
In the claims, the specification and the drawings of the present invention, the terms "including", "having", and variations thereof, are intended to be inclusive and not limiting.
Referring to fig. 1 to 5, a preferred embodiment of a tail structure for improving the adaptability of a flow field of a FSAE racing car comprises two end plates 10, a main wing 20 and at least one flap 30.
As shown in fig. 4, each end plate 10 is provided at a lower end thereof with an arc-shaped portion 11.
In this embodiment, the two end plates 10 are symmetrically arranged, the arc-shaped portion 11 is arc-shaped, the bottom end of the arc-shaped portion extends inward and downward, and the bottom end of the end plate 10 is in a near-vertical state, that is, the end plate 10 is divided into three parts, namely, an upper vertical portion 12, a lower arc-shaped portion 11, and a bottom near-vertical portion 13. The radius of the arc-shaped part is 200-400 mm, and the central angle is 75-90 degrees. The arc part in the range has the best optimization effect on the airflow of the upstream flow field. If the radian is too large, the air intake below the main wing 20 and the flap 30 is reduced, and the downward pressure of the main wing 20 and the flap 30 is affected; if the radian is too small, the influence of the upstream flow field cannot be weakened. In this embodiment, the radius of the arc portion is 300 mm, and the central angle thereof is 80 °.
And, the vertical part 12 and the arc part 11 are in smooth transition, and the arc part 11 and the approaching vertical part 13 are in smooth transition, so that the end plate 10 has a more beautiful appearance. Meanwhile, a baffle 14 is further disposed at the rear side of the end plate 10, the baffle 14 may be in a zigzag or strip shape, and the end of the baffle 14 extends vertically and downwardly and is located between the arc portion 11 and the vertical portion 12.
In this embodiment, the end plate 10 is made of a carbon fiber aramid honeycomb sandwich material, and the thickness of the carbon fiber aramid honeycomb sandwich material is 4-6 mm. The weight is reduced as much as possible at low cost while ensuring the strength.
The two ends of the main wing 20 are respectively and fixedly connected to the inner side surfaces of the upper ends of the two end plates 10, and the middle of the main wing is arched upwards. As shown in fig. 2, the main wing 20 has a shark fin shape with a gradually decreasing thickness from front to back. As shown in fig. 5, the entire middle portion of the main wing 20 is arched in an arc shape, and the arch 21 extends to the top end surface of the main wing 20.
In this embodiment, the height of the upward camber in the middle of the main wing 20 is 6% -10% of the span length of the main wing 20, wherein the span length of the main wing 20 is the length of the main wing 20 in the left-right direction. When the upward arching height is too large, the angle of attack of the arching part is too small, so that the downward pressure generated by the empennage is reduced; if the height of the upward camber is too small, the influence of the upstream flow field airflow on the tail wing cannot be reduced. Therefore, the height of the upward camber in the middle of the main wing 20 is 6% -10% of the span length of the main wing 20, so that the downward pressure generated by the tail wing is just in a proper range.
In this embodiment, as shown in fig. 2, a main wing rib 22 is fixed to each side of the main wing 20, the shape of the main wing rib 22 is matched with the longitudinal cross-sectional shape of the main wing 20, the main wing rib 22 is provided with three main wing lugs 23 protruding outwards, one of the main wing ribs is located above the main wing rib 22, and the other two main wing ribs are arranged below the main wing rib 22 at intervals. Each main wing lug 23 is provided with a main wing through hole, and a main wing bolt 24 is further provided, and the main wing bolt 24 is threaded with the upper end of the end plate 10 after passing through the main wing through hole. The main wing rib 22 and the main wing 20 may be connected by adhesion.
In this embodiment, the tail further comprises a bracket 40, wherein the bottom end of the bracket 40 is fixed to the main wing 20 and the top end of the bracket extends forward of the main wing 20. Specifically, the bracket 40 is made of aluminum alloy, and the rear end thereof is fastened and fixed to the top surface of the main wing 20 by bolts. The bracket 40 may be attached to the body of a racing car to secure the entire tail to the body. Specifically, the support 40 is sheet-shaped and includes a support rear seat 41 and an extension rod 42, and the support rear seat 41 is provided with a plurality of left and right through hollow holes 44, so that the overall quality of the empennage can be reduced. The bottom end of the support rear seat is provided with two locking rods 43 with different lengths, and the locking rods 43 are provided with first locking holes; correspondingly, a bump (not shown) may be disposed on the top surface of the main wing 20, the bump having a second locking hole, and a bracket bolt passing through the first locking hole and then locking-engaging with the second locking hole to fix the bracket 40 and the main wing 20. And, the extension rod 42 end is provided with the spiro union hole for with the automobile body carry out the lock joint.
In this embodiment, the main wing 20 is made of carbon fiber PMI sandwich material, which can ensure the strength and light weight of the main wing 20.
Both ends of each flap 30 are respectively fixedly connected to the inner side surfaces of the upper ends of the two end plates 10 and are sequentially arranged above the main wing 20, and the middle of each flap 30 is arched upwards. As shown in FIG. 2, the flap 30 tapers in thickness from front to back, also in the shape of a shark fin. The flap 30 may also be straight if desired, but is not limited thereto.
As shown in fig. 2, a flap rib 31 is fixedly connected to both sides of the flap 30, a flap lug 32 is outwardly protruded from the flap rib 31, a flap through hole is formed in the flap lug 32, and a flap bolt 33 is further provided, and the flap bolt 33 is screwed with the upper end of the end plate 10 after passing through the flap through hole. The flap 30 is connected to the end plate 10 in the same manner as the main wing 20 is connected to the end plate 10.
As shown in fig. 5, the flaps 30 are provided in two and spaced-apart relationship.
In this embodiment, the height of the middle upward camber of the flap 30 adjacent to the main wing 20 is 60% -100% of the height of the middle upward camber of the main wing 20, so as to avoid the gap between the main wing and the adjacent flap from being too large, and avoid the flap from losing effect. As shown in fig. 5, the flap 30 adjacent to the main wing 20 is arched upward in the middle of both the front and rear ends thereof. The flap 30 farther from the main wing 20 is only arched upward at its front end and is still straight at its rear end; as shown in fig. 2, the flap 30 farther from the main wing 20 is arched upward in the middle of the top and bottom surfaces of the front end thereof.
In the present embodiment, the height of the flap 30 farther from the main wing 20 that is bowed upward in the middle is equal to or less than the height of the flap 30 adjacent thereto that is bowed upward in the middle and closer to the main wing 20. Specifically, the height of the upward arching of the bottom surface of the flap 30 located above is equal to or less than the height of the upward arching of the bottom surface of the flap 30 located in the middle. With such an arrangement, an excessive gap between the flap 30 and the flap 30 can be avoided, and the flap 30 is prevented from being out of function.
In this embodiment, the flap 30 is made of a carbon fiber PMI sandwich material, which can ensure strength and light weight of the flap 30.
According to the bernoulli principle, for a straight main wing and flap, the upstream aerodynamic suite induces vortices that directly pass the tail wing causing turbulence in the airflow passing over the tail wing. Since the main wing 20 and the flap 30 are both curved upward to form a combined variable cross section, the main wing 20 and the flap 30 can reduce the influence of upstream components on the downward pressure to increase the downward pressure compared with the conventional straight wing. And, the lower end of the end plate 10 is provided with an arc part 11, and the arc part 11 generates a radian, so that the influence of an upstream flow field on the lower surface of the tail wing is weakened, and the downward pressure generated by the tail wing of the FSAE racing car is ensured. Meanwhile, the tail wing is simple in structure, high in reliability, low in cost and good in popularization value. The empennage can also be ensured to be suitable for more kinds of working conditions and different air flow conditions, such as different air density, humidity, temperature and the like.
The above description is only a preferred embodiment of the present invention, and therefore should not be taken as limiting the scope of the invention, which is defined by the appended claims and their equivalents.
Claims (10)
1. Improve fin structure of FSAE cycle racing flow field adaptability, its characterized in that: it includes:
the lower end of each end plate is provided with an arc-shaped part;
the two ends of the main wing are fixedly connected to the inner side surfaces of the upper ends of the two end plates respectively, and the middle of the main wing is arched upwards;
and two ends of each flap are fixedly connected to the inner side surfaces of the upper ends of the two end plates respectively and are sequentially arranged above the main wing, and the middle of each flap is arched upwards.
2. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the arc-shaped part is arc-shaped, the radius of the arc-shaped part is between 200 mm and 400 mm, and the central angle of the arc-shaped part is between 75 degrees and 90 degrees.
3. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 2, wherein: the upper end of the end plate is a vertical part, and the vertical part and the arc-shaped part are in smooth transition.
4. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the height of the upward arch of the middle of the main wing is 6-10% of the span length of the main wing.
5. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 4, wherein: the height of the upward arching of the middle of the flap adjacent to the main wing is 60-100% of the height of the upward arching of the middle of the main wing.
6. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 5, wherein: the height of the upward camber of the middle of the flap far away from the main wing is less than or equal to the height of the upward camber of the middle of the flap adjacent to the main wing and close to the main wing.
7. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the end plates are made of carbon fiber aramid fiber honeycomb sandwich materials, and the thickness of the end plates is 4-6 mm.
8. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the main wing and the flap are made of carbon fiber PMI sandwich materials.
9. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the two sides of the main wing are fixedly connected with main wing ribs, main wing lugs are arranged on the main wing ribs in an outward protruding mode, main wing through holes are formed in the main wing lugs, main wing bolts are arranged in addition, and the main wing bolts penetrate through the main wing through holes and then are in threaded connection with the upper end of the end plate; the equal rigid coupling in flap both sides has the flap rib, the flap rib is equipped with the flap lug to the evagination, the flap lug is equipped with the flap and perforates, is equipped with the flap bolt in addition, and this flap bolt passes behind the flap perforation and end plate upper end looks spiro union.
10. The empennage structure for improving the adaptability of an FSAE racing car flow field as claimed in claim 1, wherein: the bottom end of the bracket is fixedly connected to the main wing, and the top end of the bracket extends to the front of the main wing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110780409.XA CN113492930A (en) | 2021-07-09 | 2021-07-09 | Tail wing structure for improving adaptability of FSAE racing car flow field |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110780409.XA CN113492930A (en) | 2021-07-09 | 2021-07-09 | Tail wing structure for improving adaptability of FSAE racing car flow field |
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| CN113492930A true CN113492930A (en) | 2021-10-12 |
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| CN202110780409.XA Pending CN113492930A (en) | 2021-07-09 | 2021-07-09 | Tail wing structure for improving adaptability of FSAE racing car flow field |
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