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F
ormula Student 2014 was, in a way, with the ZEOD, but also the Perrinn LMP1-H
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FORMULA STUDENT 2014 COMPETITION
Dutch success in UK
The TU Delft entrys all-round performance clinches victory in
another tight and competitive Formula Student shoot-out
By GEMMA HATTON
The TU Delft electric entry was dominant in the tight and twisty Sprint event and held on to their points advantage to win overall, despite a slow Endurance race
L
ast year saw the first electric car to time of 48.748 seconds, nearly 6.5 seconds ahead from Munich, Chalmers, Monash, Delft and
win the UK Formula Student event at of second place Karlsruhe and that turned out Karlsruhe could beat them.
Silverstone and the trend continued to be a turning point in the competition. Third The first of the top five to face problems was
this year as TU Delft claimed the overall was Monash with its front and rear DRS proving Chalmers, which had brakes issues after only two
top spot with their electric, all wheel drive, effective. To avoid the unpredictable Silverstone laps. Next to suffer was the Munich team which,
centreless wheel concept. weather playing havoc with the results, the top after six laps, had a jubilee clip failure resulting
Surprisingly, although Silverstones five teams from the Sprint event all started the in the silencer hanging off. Delfts strategy was
microclimate varied from a blistering hot 23degC Endurance event at the same time, resulting in a to race to a specific lap time. However, each
on the Saturday, to a chillier 16degC during grand prix-style finale to the competition. stint is essentially a sprint, and the Dutch teams
some parts of Sunday with the continual threat Team Bath Racing opened the event, but pace was slow. Monash was the first to cross
of rain, the Acceleration, Sprint and Endurance problems emerged towards the end of their race the line and topped the times, while Karlsruhe
events were barely affected by the weather. when a fault led to the loss of the front brakes. had gearshift problems but managed to take
Saturday saw the top five design finalists Meanwhile their UK rival, Oxford Brookes, had third place. The Delft car completed the race in
fighting for position as judges scrutinised the their own worries to deal with; a slow Zwickau a disappointing eighth place. Crucially however,
design, manufacture and engineering of every car, three engine restart attempts at the driver they remained ahead of their main rivals ETH
area of the cars. Oxford Brookes finished top, changeover and then a connector breaking from Zurich by 1.7 seconds and therefore the point
followed by Stuttgart, Zurich, Delft and Karlsruhe the pneumatic valve block resulting in the driver difference between them was minimal.
a good indication of the teams to watch out for being unable to shift down through the gears. The final results were announced at the
throughout the weekend. Oxford Brookes finished 20 seconds ahead of closing Awards Ceremony, and TU Delfts
The dynamic events start with acceleration, Team Bath Racing. Last years champions, ETH successful sprint time over their rivals helped
and unsurprisingly the electric cars dominated, Zurich had three motors dropping out due to them to become the 2014 Formula Student
with the top six run-off becoming a battle electrical drivetrain problems in the first stint, UK Champions with a total of 855.5 points. In
between the electrics. ETH Zurich took the top and although their pace improved, they began second place, 18.7 points behind, was three-time
time of 3.441 seconds for the 75m standing start to lap slowly and held up triple champions champion Stuttgart and third was Karlsruhes
two tenths quicker than last years effort. Stuttgart, who lost 13 seconds in one lap. The combustion car. Last years winners ETH Zurich
The next major dynamic event is the Sprint, Germans, who were competing against Oxford came in fourth due to several electrical problems
which comprises an 800m long tight track and Brookes for first, then found themselves stuck disrupting their weekend and fifth was Oxford
pushes the cars manoeuvrability and handling behind another electric car from NTNU on their Brookes, snatching the top UK title by 1.2 points
to the limits. Delft secured top with an excellent final lap and had to hope that none of the teams from Team Bath Racing, which finished sixth.
Dominating Delft
Six-time victors TU Delft brought a car packed with new ideas,
clever design and effective engineering to take the win
By GEMMA HATTON
T
he TU Delft Formula Student team step of TU Delfts 2014 car; self-designing the Our brake design is really special because we
has enjoyed a rich history of success tyres in collaboration with Apollo to be smaller have our hubs so big due to the large ring gear,
since it was founded back in 2000 and wider. The next issue to overcome was the that the brake disc would not fit on the inside
by two students. With six overall transmission; the team wanted to continue using of the hub, so we had to fit it on the outside. As
competition wins under their belt since, the 2014 the same motors as last year but because the the disc is so large, we could have many holes
Silverstone event saw the TU Delft team and the tyre size was smaller, this meant that a smaller which allow us to brake harder and also as it is
DUT14 car add another overall first place trophy gear ratio was required and prompted the on the outside, the air can flow around it so we
to their cabinet. Renowned for being one step move to a one-stage planetary transmission, have better brake cooling, explains Tim Houter,
ahead of the game, with their 2012 car being the which resulted in a 50 per cent weight saving Delfts chief of vehicle dynamics. The brake discs
first to feature four wheel drive, traction control compared to last year. We thought to ourselves; are made of an aluminium matrix composite
and torque vectoring at the UK competition, this wheels have spokes why do they need spokes? developed for the aerospace industry.
years car did not disappoint. We can just put the gears in the middle of the Of course, the wider tyres came with
The most astonishing innovation in the tyre and connect the ring gear directly to the new challenges, such as fitting the pullrod
pitlane was undoubtedly TU Delfts effectively wheel, explains chief engineer Marinus van der suspension to the uprights and resulted in
centreless wheels which played a big part Meijs. We then had the transmission inside the over 55 design iterations to determine the
in getting them to the design finals of the wheel, so why not the motors and the brake location of the arms which optimised the
competition. A trend that we began to see discs too? I think its like a ladys handbag you design without the parts colliding.
last year was teams not only downsizing their can fit more inside then you think. All of this Unfortunately, we couldnt fit the driver in
wheels from 13in to 10in, but also making the weighed in at just 10kg, which is 2kg lighter per the wheels too, so we had to make a chassis,
tyres wider for increased grip. This was the first wheel than the 2013 car, the DUT13. jokes Meijs. We were at lunch and decided that
Suspension arm design took 55 iterations before optimisation with the smaller tyre package was achieved
Keeping it simple
Resisting the temptation to rewrite the textbooks, OBR topped
the British teams with shrewd engineering and clear planning
By GEMMA HATTON
O
xford Brookes Racing (OBR) have Last year our team struggled in the the use of materials, says Simmons. We dont
been one of the top UK Formula competition, so I learned a lot of lessons and have the money or the expertise to do a carbon
Student teams for many years, sometimes its good to have a big learning fibre tub so we tried to get that similar weight
along with Bath and Hertfordshire. experience because it makes it very clear the with a different concept. This was achieved by
This year, the team came to Silverstone armed areas you need to focus on, reflects George maintaining the aluminium skins on the outside
with a reliable single cylinder car which won the Simmons, team leader of OBR 2014. The first of the chassis but switching to carbon fibre on
design final and snatched the UK top spot by 1.2 thing I did when I became team leader was go the inside, and flat parts of the sandwich panels.
points from Bath, finishing sixth overall. through a list of all the competitions and work By laying up the skin material themselves,
out exactly what we needed to do. Last year we the team has been able to vary the number
threw away 1000 points over the competitions of plies, rather than a standard thickness with
through failing endurances, yet we did much the aluminium. It gave us complete control
better in the static events. That told me that and saved us 8kg, says Simmons. By using the
we had a good concept but just struggled with folded concept we can still get the low density
the execution, which is why we stuck with a of carbon fibre into the monocoque without
very similar concept this year, without trying having all the expensive tooling costs. Were
to overstep the mark anywhere. We decided to maybe 3-4kg heavier than the efficient carbon
build a good car, which we could execute well in fibre monocoque of our competitors, but we
the time that we had and focus on the delivery, have spent thousands of pounds less.
rather than trying to take two steps forward and New methods, materials and designs so often
ending up going one step back. lead to unexpected problems. Simmons reveals:
When we bonded the aluminium and carbon
Chassis fibre chassis together, we used a hot press, and
OBR has been famous for its folded aluminium the coefficient of thermal expansion of the two
chassis since 2011, but this years new materials meant that we actually ended up with
development was the use of carbon fibre a banana shaped chassis for a while which set us
to reduce weight. We did a complete mass back about a month. Overall, the manufacture
analysis of last years car and our monocoque of the monocoque was completed in under
Cost effective folded aluminium monocoque was combined with weighed 38kg other teams could probably two months and due to OBRs efficient use of
carbon fibre elements for a significant weight reduction fit two monocoques in that, so we improved materials to achieve a cost-effective solution,
they received an award from event sponsor GKN.
Suspension
The suspension system saw the introduction
of carbon wishbones which the team ensured
went under rigorous fatigue and tensile
Along with the new lightweight monocoque, organisation and planning allowed the team to deliver the project on schedule.
As a result, they reaped the benefits of track testing time to finish the event as top British entrant
T
steady rate of progress. Generally you find that he Australian team from Edith Cowan University since 2010. Our chassis is made from two sections,
in the weeks before competition, you have to (ECU) arrived with a 4 cylinder, 10in wheel front and body with a bonded front roll hoop between
stay and work all nighters, whereas we actually concept, including aero. But what really got the two sections, says Le. The construction technique
completed the whole year without a single one. the teams and judges talking was their innovative rear begins with flat aluminium honeycomb and carbon
We focused on having really good progress suspension and their custom built engine. skin panels which are then cut by CNC machines. The
tracking methods to ensure that we got the car The rear suspension is a De Dion axle with Satchell cut line dimensions are determined by what angle we
finished one month before competition. Im links and has many benefits, explains Phil Le, the teams choose to have the bend at. Once the panels have
surprised with how well the team is doing if Im technical director. We have been able to remove the been routed we begin construction of the chassis and
honest. We are now running with competitive rear spaceframe as all of our suspension loads are fed each bend and joint is reinforced with a microfiber
times in the sprint event, even against some of straight back into the carbon chassis, so we have lost and wet lay-up carbon. All hard points feature a
the electric cars. around 10kg when compared to previous years. Using bonded aluminium insert to take any loads and others
the Satchell link as a form of triangulation over the feature a threaded insert for parts that need to be
Last year we had Watts link or Panhard bar means that we do not need
an extra suspension point on the engine or chassis.
retained. The resulting weight of the chassis is 20kg
with a bonded front roll hoop and the entire process
a good concept but The engine is based on the Honda CBR600RR, and
has been in progress since 2010 with the manufacture
took an impressive two weeks.
Such an ambitious design led to many problems,
Advancing aero
Despite comparatively low speeds, Formula Student cars now
display some sophisticated aerodynamic thinking
By GEMMA HATTON
L
ike them or not, they are faster so its not worth going partial, Hamer continues. However, these conclusions were largely
says Oxford Brookes team leader, If you suddenly lose downforce at the rear going based on CFD simulations so it may be that only
George Simmons summing up into a corner, you want to ensure that you are the true effects of DRS can be demonstrated in
the general consensus around removing a similar amount of downforce from a full scale wind tunnel, something that Monash
the pitlane regarding the multitude of wings the front to guarantee balance during cornering. have regular access to. The real question is
and aero systems. This year saw new debates For instance, we can do a lane change with the just how effective is DRS on Formula Student
surrounding Drag Reduction Systems and wing DRS open because we are still producing the applications? It will be interesting to discover the
size. With 85 per cent of the top 20 and around same amount of downforce that we were in answer at next years event and see how many
half of the grid now featuring aero, more and 2010, even with the DRS activated. teams are running such a system.
more teams are switching to such designs, even Other teams are not so certain about
if they dont have quite the right amount of time the benefits of DRS, such as this years UK Front wings
or resources to do so. The governing bodies are competition winners, TU Delft. At the start of Arguably the most impressive aerodynamic
stepping in to regulate the use of aero to reduce the year we looked at DRS, and it is a system device was Team Bath Racings front wing, and
costs, close up the competition and to ensure we would like to implement, explains Marinus was a talking point amongst most of the other
that teams actually understand the concept of Geuze, chief of electronics. The problem we saw teams. We are quite proud of our intricate
aerodynamics to optimise performance. with DRS is that it takes too long for the air to front wing, which only weighs 3.5kg the
re-attach to the wing again. In Formula Student same weight as last year but double the size,
Rear wings and DRS there are such short straights and many corners highlights Dave Turton, Project Manager.
Last years event at Silverstone saw the so the DRS would have to be on and off quickly, The wing is essentially an exercise in vortex
introduction of a Formula 1-style Drag Reduction so the time when the air is actually attached is management as Francisco Parga, head of
System (DRS) for the first time on both the too low to really gain anything. Aerodynamics explains, The wing design seeks
combustion and electric cars of Karlsruhe Racing,
which caused quite a stir. Previously, other
teams had manually adjustable wings, where
the middle element of the rear wing would be
pivoted downwards, reducing drag for specific
events such as acceleration. A few more of the
top teams featured DRS this year, with Monash
university utilising the most advanced system
which included both front and rear DRS. The
team from Melbourne are renowned for their
aerodynamics, first featuring wings in 2002,
and their aero philosophy has helped them Monash Universitys entry featured DRS front and rear. The middle Swedens Chalmers University used full scale wind
to win the Australian competition for the last and top flaps on the rear wing open for straight line speed tunnel tests to create their innovative design
five years and become one of the worlds best
Formula Student teams.
Large wings are part of Monash motorsport,
but we started hitting the point where making
it larger was really limiting us due to drag,
explains team leader Ed Hamer. Therefore, we
incorporated a DRS system to allow us to be
more aggressive with our aerodynamics whilst
maintaining a low drag number, so this design
gives us the best of both worlds; a large amount
of downforce without so much of a drag penalty.
Monashs aero package is a three element front
and rear wing, and down the straights with DRS
activated, the top flaps on the front wing and
the middle and top flaps on the rear wing all
open to reduce drag. We looked at having an
adjustable system with cornering, but the time
delay in needing max downforce isnt really there Overall second place finishers Rennteam Uni Stuttgart went with a comparatively simple yet effective aero package
to take use of the vortices shed by the footplate top essentially prevents air spilling over and off
to improve overall performance of the wing. the wing. The overall curved shape was down
The vortex in the footplate channel is captured, to CFD simulation results and the rear wing was
allowing the vortex to grow and power up designed to balance the front wing. Unlike most
which helps to seal the low pressure area on the race cars, a Formula Student car is front limited.
underside of the wing from the higher pressure Usually drag is a major issue, and the rear wing
around the wing. This can also be achieved with is the largest drag producing aero surface on the
big endplates that extend close to the track, car and the front wing generates little drag in
but this creates problems during pitch under comparison. Therefore, generally a rear wing is
braking which could result in the wing hitting designed to be as efficient as possible and then
the ground, and a potential disqualification. the front wing is used to balance the rear. With
As the vortex increases in strength, it grows the low speeds in Formula Student, we dont
and therefore the channel needs to grow with really care about drag, so I designed the front
it, so initial iterations expanded this channel wing to be as big as possible, while keeping
by a simple curved endplate design. During the driver happy, and then designed a more
development, we noticed the flow would detach conventional rear wing to suit.
The University of Baths entry featured an impressive front wing itself on the outboard side of the channel, which
that uses vortex management to improve efficiency. Structure is clearly detrimental. Therefore to keep the flow Negative impact
weighs only 3.5kg, but drag would be punitive at higher speeds attached, the endplate had to be flapped. It then The Swedish 2012 FSUK winners, Chalmers,
made structural sense for the wing flaps to blend managed to complete full scale wind tunnel
into the endplate and the turning vane on the testing for the first time and the result was an
innovative aero package. Last year the aero was
With the low speeds in Formula Student, over-adjustable; the rear wing was mounted
using several struts, whereas now we have two
we dont really care about drag carbon fibre plates with a fixed pivot point,
which we used CFD to determine the effective
height, says Raman Yazdani, aerodynamics
Spaceframe vs Monocoque engineer on the Chalmers team. The plates also
shield the clean flow from the highly turbulent
S
everal teams switched The technical challenge came in monocoque for this year, but flow caused by the headrest, which we validated
to a full carbon fibre two parts; firstly you have to do featured an electric powertrain, in the wind tunnel. A big change in the front is
monocoque design, while your design using materials you a self-developed accumulator that we have integrated the nosecone design
others stuck with an aluminium have never used before but you package and carbon rims for the with the midpart of the wing. Usually you
rear spaceframe - and the debate also have to source the materials first time. This is a huge challenge would have a negative angle of attack to get
over which is better continues. in parallel with your design. Its a for any team regardless of budget downforce. However, we have a positive angle
Team Bath Racing (TBR) was bit of a chicken and egg scenario, or manpower. However the Swedes because we raised the nosecone to allow more
one of the teams that invested because your design depends made it look easy, finishing eighth air to feed the diffuser and provide cooling for
in manufacturing a carbon on your available resources, overall and fifth in the Acceleration the sidepods. During wind tunnel testing we
composite chassis to increase its but the resources you want are and Endurance events. The main learned that when you have high angles of
competitiveness alongside the top determined by your design. challenge with a monocoque attack at the front (which we need to balance
European teams in competition. Another limiting factor of a carbon is having everything ready very the car) it has a negative impact on the yaw
The main advantage of such a composite monocoque is the early and once made you cannot inertia. This is because the faster the car goes,
design is the significant reduction sheer expense around 60,000 change anything, says chief the more upwash we get which starts to effect
in weight, with TBRs chassis worth of resources went into TBRs engineer Henrik Meland. Switching the rear and so we actually lose some grip in at
shedding 8kg compared to last chassis and probably explains to electric, we had a lot of new the rear when we go fast.
year. Of course, such an advantage why many teams, including components which was difficult Another notable design feature was
doesnt come without compromise Monash, run a spaceframe. The to integrate into the car, so we Monashs wings, which are unsprung. This
as TBR project manager Dave big difference between us and the used a computer assistant design means that the downforce they produce goes
Turton explains: It is a very long higher level European teams is we which created a 3D assembly to directly to the tyre, or through the uprights at
lead-time component. We started still run a steel spaceframe, says ensure that everything fits. We are least, says Hamer. The front is probably 60 per
making the patterns for the chassis team leader Ed Hamer. Although really happy with our monocoque. cent unsprung and the rear is fully unsprung.
back in August last year and have it is a hybrid spaceframe as we It weighs about 18.5kg which is a This allows us to have softer suspension, rather
been flat out with SES testing. do use composite panels, our very good weight for our first year. than having the design determined by the aero
Working out all the details of the philosophy is points per dollar Overall, a carbon composite loads. And it also allows stability in our wing
different laminates, the rotation so for the amount of points in the monocoque clearly does have a during cornering as it doesnt pitch with the
of the fibres and using completely competition for the amount we performance gain which is why it chassis. A lot of teams dont quite get the wing
new materials was a really steep spend, a spaceframe is a much is seen in championships such as mounting right, but if done in the right way it is
learning curve. Whatever you better solution. Formula 1. However, the expense, safe to do unsprung.
think will take one month takes time and resources required mean Like any form of motorsport, the boundaries
about three. Luckily for Bath, they Huge challenge that only the top teams can afford are constantly being pushed by the teams to
have their own autoclave within A dark horse in the competition to do it. So, will regulations try to discover that performance advantage over
the university, which allowed was the team from the Norwegian force teams to more cost effective their competitors. With DRS now front and rear,
samples to be quickly turned University of Science and solutions? Or would that just underfloors and diffusers, it looks like the 2015
around and enabled them to Technology (NTNU) which distance Formula Student from the regulation changes will be a major factor in
make the entire chassis in house. not only switched to a carbon real world motorsports industry? future aerodynamic designs.
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overing Formula Student gives the the car, and clearly a great deal of design and span-wise ground clearance, a complex end
Racecar Engineering editorial team a manufacturing time had gone into this aspect, plate with vertical openings just ahead of the
close-up view of whats happening especially where the front wing was concerned. flaps and, underneath, a sculpted chord-wise
in this well-supported competition and, TBR was therefore expecting high levels of grip inverted channel just inboard of the end plates
inevitably, the opportunity to make their own enhancement from its 2014 aerodynamics. footplate (Figure 5). One might surmise that
judgements about each entry. Racecar Editor What would the wind tunnel results say? some Formula 1 influence was exerted here!
Andrew Cotton remarked that; the University First, a brief tour of TBR14s aerodynamics On to the first baseline runs then, with the
of Bath presented a novel design that we package is in order. The car (Figures 1 & 2) usual caveat about the MIRA wind tunnels
thought merited further investigation, so it was is dominated by its large plan area wings, fixed floor and that the test cars wheels
to them that we made the offer of a half day in although it did also have a new cooling remain stationary. The boundary layer control
the MIRA full-scale wind tunnel. package this year, housed in the left hand fence, used in all REs sessions, was in place
The University of Bath has been contesting sidepod (the exhaust is contained within the throughout, but the front wings ground
Formula Student for over 10 years, first as Bath smaller right hand sidepod). The rear wing proximity to the fixed floor will have produced
University Racing Team (BURT) and since 2006 (Figure 3) is a straightforward large chord a degree of underestimated forces and
under the Team Bath Racing (TBR) banner. At three-element design with no span-wise calculated coefficients.
Silverstone in July 2014, TBR finished seventh deviation in the selected profiles, mounted
overall and was second highest UK entry with high and just aft of the rear axle line. The front Speed sensitivity
its Aprilia V-twin powered TBR14. This was wing (Figure 4) however, is something of a As usual, the first runs were conducted at
the third year that TBR had run with wings on work of art, featuring a tapering span, variable different test speeds to check for any changes
Figure 1: Team Bath Racings nicely constructed TBR14 was dominated by its wings Figure 2: Front and rear wings were especially potent
Figure 3: Rear wing was a conventional large chord triple-element design Figure 4: Front wing was a complex design
Table 1: baseline aerodynamic coefficients on TBR14 at Table 2: baseline data on two Formula Student cars at 60mph
different speeds CD -CL -CLf -CLr %front -L/D
CD -CL -CLf -CLr %front -L/D UH16 1.146 1.797 1.055 0.742 58.70 1.568
40mph 1.446 2.430 0.900 1.530 37.02 1.701 TBR14 1.389 2.355 0.970 1.385 41.20 1.695
60mph 1.389 2.355 0.970 1.385 41.20 1.695 Difference +243 +558 -85 +643 - +127
Change -57 -75 +70 -145 +4.18 -6
% change -3.9% -3.1% +7.8% -9.5% - -0.4%
Figure 5: Interesting underside detail on the front wing Figure 6: Setting up the trip strips on the front tyres
Figure 7: The front wing deflected air over the top of the tyres Figure 8: The front end plates also deflected air around the outside of the tyres
Table 3: downforce at 60mph as a proportion of Table 4: the effects of trip strips on the tyres
vehicle weight including driver CD -CL -CLf -CLr %front -L/D
Car Downforce at 60mph as % of Without, 1.446 2.430 0.900 1.530 37.02 1.701
all-up weight 40mph
Honda RA107 Formula 1, best 18% With, 1.470 2.497 0.900 1.597 36.03 1.699
configuration 40mph
DJ Firestorm hillclimber, best 26% Change +24 +67 nil +67 -0.99 -2
configuration
Without, 1.389 2.355 0.970 1.385 41.2 1.695
UH16, baseline configuration 28% 60mph
TBR14, baseline configuration 46% With, 1.401 2.409 0.946 1.463 39.26 1.719
60mph
Change +12 +54 -24 +78 -1.94 +24
underestimated by the MIRA fixed floor Wheel lift and lift-inducing flow over the tyre tops is
wind tunnel. The Formula Student cars To conclude this first extended episode on this spoiled, hence total downforce increases.
front wings may have been held back to years Formula Student car well examine the However, front downforce did not follow the
an extent by the fixed floor, but their total effect that trip strips on the tyres had. Readers usual pattern, with no change at 40mph and a
downforce readings would have been closer will recall that the purpose of fitting trip strips modest reduction at 60mph. Figures 7 and 8
to reality on track. just downstream of the tops of the tyres is to may provide clues to this behaviour. In Figure
For all that though, UH16s downforce to better simulate the manner and location that 7 we can see that the steep, high upper flap
weight ratio at 60mph was very respectable, the flow would separate from the tyres if they is deflecting air over the tyres and in Figure 8
were rotating. It is well established that the flow we can see the end plate is also deflecting air
remains attached further down the downstream outboard of the front tyres.
The TBR14 could drive side of non-rotating exposed tyres than when
they are rotating, and this leads to erroneous Next up we detail further the progress of Team
across the ceiling, if it drag and lift readings. By installing the right-
angled strips in the appropriate location, more
Bath Racings TBR14.
Racecar Engineerings thanks to the staff and
were able to get there, at a representative values for overall drag and lift
are generated.
students at Team Bath Racing.
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TECHNOLOGY AEROBYTES
T
he University of Bath 2014 Formula to match its weight and therefore stick to the involved reducing the overall rear wing angle
Student entry was selected from the ceiling) of just 86.8mph. While this was partly one degree by shortening the rear mounting
UK competition by the Racecar thanks to the cars low weight, aerodynamics struts; the second adjustment required the
Engineering editorial team for a pre-booked played the major role. fitment of new rear end plates that enabled
half-day session in the MIRA full-scale wind a nine degree reduction of the flap angles,
tunnel just before they headed off to Germany Seeking balance giving a 3.5 degree overall angle reduction (see
for the next competition. In baseline trim with trip strips added to the Figure 3). The resulting data is shown in Table
TBR14 was the third car from the tyres to better simulate the flow separations 1, with changes (except to %front) expressed
University of Bath to feature an aerodynamic expected with rotating wheels, TBR14 was as counts, where 1 count = a coefficient
package and, as well as incorporating an all- somewhat short of front downforce, the change of 0.001.
new hybrid composite/steel tubular chassis, target %front figure being in the 45-50 per The changes in the coefficients suggested
there had been particular emphasis on cent range as the car had a 50/50 front to rear that the rear wing was quite near to its peak
developing new wings for its 2014 contender. weight distribution with driver aboard. So downforce setting at the steepest angle here
The basic philosophy was high downforce some rear wing adjustments were performed (19.5 degrees), and although it is only a three
and never mind the drag, so large plan area to gauge the level of response and gain more point plot, the graph in Figure 4 of CLr versus
wings with aggressive profiles front and rear information about the effects of fine tuning overall wing angle supports that assertion,
were developed. The front wing in particular towards a balance. The first adjustment with perhaps another degree of adjustment
was a cleverly made device with a number of
interesting, tricky to manufacture features (See Table 1: the effects of reducing rear wing angle
Figures 1 and 2). CD -CL -CLf -CLr %front -L/D
As a reminder of last months first episode Baseline data 1.401 2.409 0.946 1.463 39.26 1.719
on TBR14, the car set new Aerobytes records
-1deg 1.385 2.386 0.959 1.427 40.19 1.723
for drag and negative lift coefficients, so it
Change -16 -23 +13 -36 +0.93 +4
certainly met its high downforce target, and
calculations showed it had a Vceiling (the -3.5deg 1.275 2.258 1.034 1.224 45.81 1.771
speed at which it could generate downforce Change -126 -151 +88 -239 +6.55 +52
Figure 1: The TBR14 featured a potent wing package Figure 2: The front wing was particularly eye-catching
1.350
1.300
-CLr
1.250
1.200
15
16
17
18
19
20
Overall
rear
wing
angle,
deg
Figure 3: New rear end plates facilitated lower flap angles to be tested Figure 4: Rear wing adjustments showed where on the lift slope the settings were
Figure 5: Low drag mode for the acceleration test Figure 6: Rear wing in the first dual-element configuration
Table 2: the effects of the low drag rear wing mode Table 3: power absorbed with different drag coefficients, BHP
CD -CL -CLf -CLr %front -L/D Speed, m/s (mph) 10 (22.4) 15 (33.6) 20 (44.8) 25 (56.0) 30 (67.2)
Baseline 1.401 2.409 0.946 1.463 39.26 1.719 CD = 1.401 1.33 4.44 10.52 20.55 35.51
Low drag 0.834 1.289 1.421 +0.132 110.24 1.546 CD = 0.834 0.78 2.64 6.26 12.23 21.14
Change -567 -1120 +475 -1595 +70.98 -173 Extra BHP av. 0.55 1.80 4.26 8.32 14.37
Table 4: the effects of removing the upper rear flap Table 5: effects of the steepest dual-element rear wing
CD -CL -CLf -CLr %front -L/D CD -CL -CLf -CLr %front -L/D
Baseline 1.320 2.385 1.165 1.221 48.83 1.807 Baseline 1.293 2.257 1.052 1.206 46.61 1.746
Remove 1.053 1.937 1.417 0.520 73.15 1.839 Max 1.181 2.044 1.222 0.822 59.80 1.731
flap angle
Change -267 -448 +252 -701 +24.32 +32 Change -112 -213 +170 -384 +13.19 -15
available before its peak was reached. By Element removal the configurations tested, although by
backing the wing off to 16 degrees overall Although the aerodynamic philosophy driving the dual element wing harder, to the
a fairly well balanced set up was achieved. behind TBR14 was to achieve maximum point where wool tufts showed significant
Nevertheless, achieving a balance by reducing downforce, it was nevertheless very sensibly separation on the flaps suction surface,
total downforce was not the overall aim, decided to evaluate a dual element rear wing the excessive front bias from the previous
and well come back to further investigations configuration while the opportunity was configuration was redressed somewhat.
on this later. available. The car was initially in a different Still, the front end overpowered the rear,
configuration for the first adjustment to that and although it would not be hard to attain
Low(er) drag setting used as a basis previously so the baseline a balance from this position if so desired,
For the 75m standing start acceleration test, results in Table 4 are somewhat different to the high downforce package was still the
the team adopted what it was hoped was a those shown in earlier comparisons. Initially configuration of choice.
low drag configuration for the rear wing, akin then the upper flap was removed and the
in principal to the DRS open arrangement first flap was also set to the maximum angle Next up, well take a look at the quest for
seen in Formula 1, but with both flaps set currently available (see Figure 6). more front percentage downforce, and we
more or less horizontal by raising their leading As might be expected, rear downforce will see how the car responded to
edges and thus completely opening up the decreased significantly with the removal rake changes.
slot gaps above the element in front (see of the upper flap, and balance shifted Racecar Engineerings thanks to the staff and
Figure 5). The rules require all wing elements excessively to the front. Interestingly students at Team Bath Racing.
to be installed for all track events, and though the front downforce coefficient was quite
driver operable DRS systems are permitted, similar to the low drag rear wing set up CONTACT
Bath did not exploit this aspect. The data is evaluated earlier, and although this in part Simon McBeath offers aerodynamic
shown in Table 2. a coincidence, it also demonstrated the advisory services under his own brand of
A 40 per cent reduction in drag coefficient potency of the front wing. SM Aerotechniques
was achieved with this rear wing setting then, The flap looked as though it could be run www.sm-aerotechniques.co.uk.
which would indeed release more power steeper, so new adjustment holes that allowed In these pages he uses data from MIRA to
during the latter phase of the acceleration a 50 degree angle (relative to the horizontal) discuss common aerodynamic issues faced
test. Table 3 shows the power absorbed in on the flap were drilled, with the main by racecar engineers
BHP at the two drag coefficients across a element also adjusted on its support struts
speed range, and the extra power available to the maximum possible angle again. This Produced in association with MIRA Ltd
when running in the lower drag coefficient achieved an overall angle of 11.5 degrees, and
configuration. With just 62bhp peak power the results are shown in Table 5, relative to a
available, the percentage gains become quite new baseline as ride heights had also come in
significant. Academic readers will need to for adjustment in the interim. Tel: +44 (0) 24-7635 5000
forgive the ongoing indiscriminate mixing of Once again rear downforce was a lot lower Email: enquiries@mira.co.uk
imperial and SI units! than with the three-element wing in any of Website: www.mira.co.uk
Balancing act
honed in the tunnel
Monitoring the effect of rake changes on overall balance
T
he Formula Student UK competition at ground wind tunnel), meaning in simple evaluate was fitting different height Gurneys to
Silverstone in July saw Racecars editorial terms mission accomplished on the overall the upper surface of the top flaps trailing edge.
team taking its first close look at the aerodynamics target! The baseline aerodynamic The results of two different Gurney heights are
2014 entries, and Bath Universitys TBR 14 entry data at 60mph is shown in Table 1 for reference. shown in Table 2 compared to the previous
caught the editorial eye. So, Team Bath Racing Evidently then, TBR 14 produced high configuration (not the same as the baseline
was this years Formula Student invitee to a downforce with the expected high drag in Table 1), with changes reported in counts
half-day session as Racecars guests in the MIRA penalty, but the teams simulations showed where 1 count = a coefficient change of 0.001.
full-scale wind tunnel. In this third instalment that downforce at these levels of efficiency So both small and large Gurneys proved to
(of four), we take a look at the best way of (-L/D) would yield gains in lap time. The balance be useful if modest balance shifters, the larger
balancing out the aerodynamics. (percentage front) looked not unreasonable ones being more potent. Its interesting to
Team Bath Racing had only been exploiting as a starting point in the session, but with compare the other effects of the two different
a wing package on its cars since 2012 and as a a weight distribution with driver aboard of Gurney heights though, with similar modest
result it was still putting a lot of development around 50 per cent front, a bigger proportion additional drag increments and not totally
effort into this aspect of the cars design. of the total downforce was needed on the front dissimilar, minimal effects on downforce. In
Indeed, particular emphasis went into the end. After investigating rear wing adjustments both cases the effect was to generate a small
wing design on TBR 14, especially at the front, which reduced total downforce but improved amount of extra front downforce and knock
which featured a number of intricate details as balance, the team moved on to some tests to off some rear downforce, with the percentage
is evident in our photos. Overall, the quest was find ways of obtaining more front downforce. front value heading closer to where the team
clearly for maximum downforce without much felt the balance needed to be. The losses at
concern about drag. For readers who have Balance transfer the rear may have been aerodynamic but were
missed the previous two Racecar instalments on The construction of the front wing meant that more likely the mechanical result of more
TBR 14, the car set new Aerobytes records for there was little inherent adjustability available, front downforce overhanging the front axle, so
CD and -CL (as measured in the MIRA stationary so the first and most obvious modification to offloading the rear tyres.
Figure 5: Project manager Dave Quick Lift Jack Turton does the hard work while Figure 6: Re-checking the cars alignment after installing tyre shim plates
aerodynamics leader Francisco Parga supervises the placement of front tyre shims
Table 4 the effects of raising the rear ride height Raising the rear added a
CD -CL -CLf -CLr %front -L/D
Previous config. 1.293 2.257 1.052 1.206 46.61 1.746 significant total downforce
+19mm RRH
Change
1.320
+27
2.385
+128
1.165
+113
1.221
+15
48.83
+2.22
-1.807
+61
increment at the front end
Ride heights 19mm. Table 4 shows the data relative to the the raised rear ride height didnt compromise
As configured for this wind tunnel session, TBR immediately previous configuration. the suspension kinematics or cause excessive
14 had a low ride height and solid spacer in lieu So raising the rear added a significant total ground contact at the front end, it looked like a
of the damper units. This allowed ride height downforce increment, most of which was at helpful balance adjustment.
increases only (using shims on the load cell the front and this in turn provided another
pads under the tyres), which of course would useful increment of percentage front. The gain Next up in our TBR 14 series we will look at
likely not increase the percentage front value was quite efficient too. With the front wing some curious results found when applying
but would at least enable the cars response to overhang (to the leading edge) corresponding yaw angle.
ride height changes to be gauged. Two changes to almost 54 per cent of the cars short Racecar Engineerings thanks to the staff and
of front ride height were evaluated, with the wheelbase, a 19mm increase at the rear axle students at Team Bath Racing.
results in Table 3. would have caused the wings leading edge to
The effects, then, of even small front ride drop by 10mm. In addition, that 19mm increase CONTACT
height changes were quite potent. There was over the 1540mm wheelbase represents an Simon McBeath offers aerodynamic
a significant though non-linear loss of front angle change of 0.7 degrees. So, at the front, advisory services under his own brand of
downforce as front ride height was raised, with the wings height was reduced by 10mm and SM Aerotechniques
little change in rear downforce (drag), equating the wing angle was increased by 0.7 degrees, www.sm-aerotechniques.co.uk.
to a loss of percentage front and efficiency both of which would add downforce. The In these pages he uses data from MIRA to
with each front ride height increment. The rear wings angle would also have increased discuss common aerodynamic issues faced
front needs to be run at the lowest ride by 0.7 degrees, which would have generated by racecar engineers
height possible, commensurate with avoiding additional downforce that would mitigate
excessive ground contact in worst-case pitch the aerodynamically induced mechanical Produced in association with MIRA Ltd
and roll combinations, to obtain the best losses at the rear axle arising from the front
percentage front possible. downforce gain, and so the rear also gained
Next, the rear ride height was increased, and downforce. Thus, although TBR 14 featured no
as only one sample was scheduled for brevity, aerodynamic underbody as such, rake changes Tel: +44 (0) 24-7635 5000
a bold change was made in order to gauge the still proved to be potent tools in establishing Email: enquiries@mira.co.uk
response with the rear tyres being raised by total downforce and balance. And providing Website: www.mira.co.uk
The effects of
positive yaw
Concluding our probe of the University of Baths FS contender
T
eam Bath Racings 2014 Formula Student Looking at drag first, keep in mind that drag a roll moment that produced a net increase in
contender was selected for a session as force is measured in the axis of the car and the downforce across the rear axle; lift reduction
Racecar Engineerings guest in the MIRA turntable it rests on, not in the direction of the occurred over the rear of the car as yaw was
full-scale wind tunnel after TRB 14 had caught wind. Furthermore, not shown in Table 1 are added. Further speculation will best be done
the editorial eye at the Silverstone Formula the side forces, which naturally also increased over a drink!
Student competition in July 2014. In the final with yaw. Calculating the windward direction
instalment of our aero session, we examine yaw component of the drag and side forces The front wing
response and the front wing in more detail. and adding them together, so they are also As reported in the September issue,
In the previous three parts we have looked independent of the effectively changing frontal (RE V24N9) one of the talking points of
at comparisons with 2014s Formula Student area, produced the data in Table 2, which July 2014s Silverstone Formula Student
car from the University of Hertfordshire, and shows that the total force in the windward competition, and rightly so, was the front wing
at topics such as speed sensitivity, wheel lift, direction did in fact increase with yaw, as would on TRB 14 (see Figure 2). Aerodynamics team
rear wing adjustments, front wing Gurneys and have been expected. leader Francisco Parga explained the thinking
ride height adjustments. Time permitting, it Perhaps the most puzzling aspect was behind the design: The reduced ground
was always intended to try some yaw angles the gain in rear downforce at yaw. Or is it clearance at the centre was mostly a packaging
on the car, but with just a few minutes of the so puzzling? The University of Hertfordshire constraint. If we went any higher, we would
session left there was time only for two positive Formula Student car also showed an increase have had a tiny centre section as the nose was
(nose to the right) yaw angles to be evaluated. in rear downforce at positive yaw (up 3.6 in the way (the wings were designed to fit the
Nevertheless the data, shown in Table 1, was per cent at 5 degrees yaw compared to 2.5 nose and not vice-versa...). We could also run
certainly thought-provoking. per cent at 6 degrees with TBR 14), although slightly lower in the centre as our worst case
Changes between configurations are the response at negative yaw was the opposite, scenario for ground-strike was for the wing
shown in counts where 1 count = a coefficient and this was ascribed to the cars asymmetric tips in roll plus pitch.
change of 0.001. [194] The key points then sidepods affecting the rear wing differently In planform shape, the wing diverges
were: drag decreased, total downforce at positive and negative yaw angles. So, outwards [towards the rear] to compensate
increased, front downforce decreased, rear possible contributors in this instance could for some of the losses incurred by the centre
downforce increased notably and balance be; the feed to the rear wing was enhanced as section. The inboard part of the wing was losing
shifted to the rear. Efficiency (-L/D) also yaw was added; side force on the large, high- a bit of performance relative to the outboard
increased markedly at yaw. mounted rear end plates generated part due to the centre section arrangement.
Figure 1: TBR 14 showed some interesting behaviour when at yaw Figure 2: The front wing was a talking point among the Formula Student
fraternity and certainly warranted close attention
Table 1 the effects of positive yaw on TBR 14 Table 2 total windward direction forces at yaw
CD -CL -CLf -CLr %front -L/D 60mph
Previous config 1.412 2.404 0.989 1.415 41.15 1.703 Yaw angle Windward direction total force, N
+6 degrees yaw 1.400 2.578 0.984 1.594 38.17 1.841 0 650.7
Change -12 +174 -5 +179 -2.98 +138 6 666.8
+12 degrees yaw 1.338 2.683 0.894 1.789 33.32 2.005 12 696.2
Change -74 +279 -95 +374 -7.83 +302
Figure 3: The upper surfaces of the front wing and end plate diverted air over Figure 4: Viewed from below the shape of the outboard channel in the
and around the tyres wing is clear
By diverging at the endplates, we gained incorporate flaps into the endplate to cure Racecar Engineering extends its thanks to the
some of the load back at the centre section. these separations. Once the endplate was staff and students at Team Bath Racing, and to
Arguably, this is something we would have flapped it made sense (from a structural MIRA for the use of their wind tunnel. Subscribe
done anyway, even if we did not have issues perspective) to combine the main flaps with to Racecar Engineering to keep up to date with
with the inboard part of the wing, as it seemed the endplate flaps. further studies. In our next study, the BTCC
like a pretty strong tweak. The front wing was both taller relative to the comes under the spotlight.
The divergent shape towards the rear wheels and wider (equal to the cars width) than
also tied in with trying to keep the tip vortex many categories permit, and it was evident CONTACT
from bursting too early. The channel just that this directed air over and around the front Simon McBeath offers aerodynamic
inboard of the footplate catches the initial wheels, potentially a useful benefit. But the advisory services under his own brand of
footplate vortex, and allows it to grow and behaviour of the underside of the front wing is SM Aerotechniques
seal the low pressure under the wing from the best visualised with CFD. The CAD rendering in www.sm-aerotechniques.co.uk.
higher pressure in the surrounding air without Figure 4 better shows the shape of the wings In these pages he uses data from MIRA to
bursting and leaving a lossy area of total underside. Figure 5 shows a transverse plane discuss common aerodynamic issues faced
pressure on the outboard section of the wing. at 15 per cent of the front wing chord revealing by racecar engineers
As the vortex grows, we needed to expand where there were losses in total pressure; the
the channel to grow with it. The divergent beginnings of various vortices are apparent. Produced in association with MIRA Ltd
planform made this relatively easy (Figure 3). The vortices under the wings channel
Once we had a wing we were fairly happy and end plate footplate are the important
with, we noticed some separation on the ones, as figure 6 demonstrates. This is a static
outboard side of the divergent channel. (At pressure plot just ahead of the first slot gap Tel: +44 (0) 24-7635 5000
this point we were running a more standard and the vortices have now developed to create Email: enquiries@mira.co.uk
endplate configuration.) We decided to performance-enhancing low pressure regions. Website: www.mira.co.uk
www.varleyredtop.com
FORMULA STUDENT REGULATIONS
S
ince electric cars were introduced into arguably the most successful Formula Student much bigger aerodynamic wings, but they are
Class 1 in 2012, it is fair to say that Team ever, has run such a system since 2012. Not probably getting too big now, said Deakin.
rapid development has made them only does this mean extra grip, but it also allows Quite a few teams just have a big wing without
a dominant force in the competition. the team to implement regenerative braking understanding how efficient it is. Diffusers,
With the last two years seeing electric systems, boosting their overall efficiency. It is underfloors and DRS (Drag Reduction Systems)
champions (ETH Zurich in 2013 and TU Delft in very easy for a four wheel drive car to get lots will remain unrestricted with the only concern
2014) and the top six acceleration shoot-out more grip, resulting in approximately 20-30 per being the safety of the wing mounts and DRS
consistently made up of electric cars, it is time for cent more acceleration achieved at low speed flaps. Changing the regulations occasionally
change and, as ever in motorsport, that change when their car is grip limited, said Deakin. If you in this area should make teams think again, go
is decided by the regulations. do the calculations, its around 40mph where back to first principles and understand how to
For 2015, a series of amendments have the car no longer becomes grip limited so up optimise the use of aerodynamics properly.
been made in order to restrict the aerodynamic to that speed they have a massive advantage
devices on the cars, and reduce the power of on acceleration. The problem with that is these Electronic throttle control
the electric cars. The battery power limit for EVs systems are expensive, complicated and not This is something we have wanted to do for a
has been lowered to 80kW and the regulations all teams can compete fairly, so if we can peg long time, says Deakin. However, the judges task
governing where aerodynamic devices can be the four wheel drives back a little bit, they will of actually looking through all the software is a
positioned have been re-written. The full set still have all the advantages but the overall challenge. The additional brake device will use
of regulations, including those for FSAE and performance should reduce a little. In fact, analogue electronics to measure the brake and
Formula Student UK, can be found by clicking maximum power is very rarely reached on the throttle signal as well as the current delivered
a link found HERE. endurance track and in only a few places in the by the battery. If those three parameters go
Prior to the regulations being published, sprint event do cars ever use more than 50 or out of sync, for example if the driver asks for a
Racecar Engineering talked to Andrew Deakin, 60kW. Under the new regulations, rear wheel lot of brake and no throttle, resulting in a large
Vice Chancellor of Formula Student and steering has been permitted. amount of current being delivered to the electric
Chairman of the International Rules Committee. motors, then the device will kill the electrics
At the moment we believe that, three years Aero reductions acting as a back up to their electronic throttle
ago when the rules were written, there was With nearly 50 per cent of the grid now running control system. It is similar to the petrol cars
parity between the best petrol cars and the best an aerodynamics package, including the top where they have two throttle springs, so if one
electric cars, said Deakin at the Formula Student 18 cars, there is little dispute that the way to go breaks, there is always a second one there
UK event in July. However, electric car efficiency is aero. With the restrictions on the rear wings, there are two systems working. But we are just
has improved. Bringing it down 5kW would limiting their size and location, teams have developing the details of that at the moment.
make the average power between the two much started to look at the underbody in a bid to claw
closer. Another innovation that electric cars have back some of the lost downforce. We opened 2016 regulations
been developing is four wheel drive. TU Delft, up the regulations about five years ago to allow Looking ahead at the regulations for 2016,
there are a few options on the table and
7
Volume 23
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