Last Updated on July 22, 2024 by Mutiara
Following are some computer simulated images of Renault’s F1 aerodynamics and design for 2009 along with information about the aerodynamic function and the way the software is used to simulate it’s effects.
Rolling road tests in a wind tunnel use a moving belt to simulate the relative motion of the car and the road. This is particularly important when ground clearance is minimal. Wheel rotation and underbody flow characteristics can cause drag or counteract the downforce created by the rear wing.
This model of the R28 car from 2008 highlights aerodynamic elements that are banned in the current season. Using the computer simulations allowed Renault F1 to modify the design to optimise the airflow. A change could be made virtually on the fly and abilities such as this saved time on wind tunnel testing and allowed more design changes to be made than would otherwise be feasible.
The airflow to the sidepods is vital for the engine cooling system. In 2008, Renault F1 drastically modified the sidepod design just before the Japanese Grand Prix. The changes reduced drag and improved the efficiency of the rear wing and diffuser which probably contributed greatly to Fernando Alonso’s storming end to the season.
Front wing design is crucial to the balance and airflow. This is the fin that cuts through the air and determines much of the overall airflow as well as the cooling system flow. Over the years we have seen some fairly complex designs This season’s rules specify a lower and flatter front wing but the variations are still their but a little more subtle.
Computational Fluid Dynamics software can perform tricks that the wind tunnel never can. Using X-ray views of the car can show internal air dynamics as well as external. This is especially interesting when it comes to sidepod design.
Another trick in the software is to take the aerodynamics studies into new realms. Airflow can be affected by the heat changes in the tyre and around the engine. Before the Mistral supercomputer was installed at Renault’s Enstone research facility, temperature testing would have been done during track tests.
Airflow across the rear wing and diffuser channels hot air away from the car but it can also affect the wing itself. The trick is to maximise airflow while channelling the heated air with minimal effect.
Apart from using aerodynamics to determine the airflow across the car, what happens next is also important. The disturbance created as the car motors along can cause drag but it can also cause turbulence or “dirty air” which creates a destabilisation problem for any driver following close behind and wishing to overtake.
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The software can determine cross-sections of the airflow to see how it varies across the 3D plane. The length and effectiveness of the plume of air left in the car’s wake shows dirty air effects.
