Taking air from a Low Pressure area

[j-c-c]

Did I mention my higher learning began at GT, figures.

My roommate was an AE, and Tech had a decent size sub sonic closed tunnel back in the day.

[aerohead]

Originally Posted by j-c-c

Did I mention my higher learning began at GT, figures.

As a racer,you're asking the right questions!

[freebeard]

Freebeard may want to tell you about Dyson's 'Air Wrap' Coanda-effect hair care product

He's just calling out my service-to-others shtick.

here's my due diligence

aerohead — Can you document Morelli's wheelwells?

[j-c-c]

Originally Posted by freebeard

B-b-but beating dead horses is what we do here.

Instead of your fellow racers, consider Prof. Morelli's wind tunnel research.

https://ecomodder.com/forum/showthre...ail-33283.html



The thread has been 'Photobucketed' but if you dig deep enough you find his solution was to place an impeller in the wheel that sucked air in through the wheels center which filled the wheelwell and then exited through a Coanda nozzle to wrangle the turbulent flow around and behind the rear tires.

That how the scientist do.

Thanks, I think this is pertinent to my thinking, but I need first time to digest:

"The focus of the 2000 research is to use the fluid tail to create as low a drag as possible car,with super-truncation.
*Morelli borrows from the 'jet-pumping mechanism' penalty cited in Hoerner's section on bullet research.
*An all-forebody car body is given a ring-vortex-inducing ramp to create a controlled separation and attached transverse vortex which can insulate the bodies base from the low pressure of the inviscid flow outside the boundary layer adjacent to the separation line.
*The sloughing turbulent boundary layer and vortex stuffs the wake,so to speak,and the outer flow decelerates around this fluid tail,gaining static pressure as it moves aft.
*Since the base is insulated from the separation line,the base pressure is higher,leading to less pressure drag,and profile drag."

[aerohead]

Originally Posted by freebeard

He's just calling out my service-to-others shtick.

here's my due diligence

aerohead — Can you document Morelli's wheelwells?

I saw it looking for Redpoint's braking data.I don't have it with me.I do recall that between the wheelwells and the wheels,there were 'fans' built into the wheels,and accompanying vanes in the wheelhouse which could induce flow.That and a ring-vortex being shed at the separation line which was beneficial to drag.I'm locked out of PhotoBucket unless I pay extortion money,and that ain't happening!
PS Didn't Porsche use some sort of turbo 'fan' wheel on a race car in the 1970's?

[freebeard]

http://forums.pelicanparts.com/uploa...1356820527.jpg

It appears to be an expeller rather than an impeller.

[j-c-c]

I have seen this cooling wheel discussed before. I believe it was eventually ruled a "movable" aero device and outlawed. Not sure.

I also think F1 is very concerned about aero outwash around the tires, which this wheel would likely effect, since tires/wheels are such a difficult item to control from an aero standpoint.

There is currently on the market a thin metal multi bladed "fan" that sandwiches between the wheel and the hub, to form a fan/centrifugal fan device to promote brake cooling. Not sure how effective. F1 seems to be currently using brakes to artificially heat the tires/rims to keep tire temps in their ideal narrow temp range. means to me their brakes have advanced so far, heat is not much of an issue and they have found other useful purposes for that energy.

Likely not to be problem I likely share any time soon, if ever.

[j-c-c]

Looks like I am going to try and locate the rear brake fan intakes just behind the OEM rear window location.

The below link zeros in I believe on the best answer to my question:

"3.2. Effectiveness of suction system
Figure 7 shows the drag coefficient obtained against various angle of attacks between airfoil with and without the suction system. The drag coefficient produced by the airfoil with suction system has a relatively lower value compared to airfoil without the suction system at all angle of attacks. This
proves that the suction system on airfoil can indeed reduce drag acting on the airfoil at almost all angle of attack."

https://iopscience.iop.org/article/1...4/1/012009/pdf

Wish me luck.

[freebeard]

Good Luck.

Not seeing anything in Suction and Blowing Flow Control on Airfoil for Drag
Reduction in Subsonic Flow that relates to brake cooling or inlet location.

I understand porous wings and imagine where the vents they don't show might be.

What size ducting do you contemplate?

[freebeard]

Good Luck.

Not seeing anything in Suction and Blowing Flow Control on Airfoil for Drag
Reduction in Subsonic Flow that relates to brake cooling or inlet location.

I understand porous wings and imagine where the vents they don't show might be.*

What size ducting do you contemplate?

* Oops, there it is: The experiment examined both methods at the position of 25% of the chord-length of the airfoil at Reynolds number 1.2 x 10^5.