Red Bull RB8 Renault

[Bomber_Pilot]

in the GIF it seems that the nosecone makes the main part of the movement

in the gif the car is jumping over a kerb, every car will vibrate and jerk like the RBR
moreover that video has wierd lightings , maybe they reduced the quality

see this video for example

Not a single car in that video does what RB does this year. Sure the wing vibrates when you hit the kerbs, but what the RB's nose cone is doing is far away from normal.

[jtc127]

in the GIF it seems that the nosecone makes the main part of the movement

in the gif the car is jumping over a kerb, every car will vibrate and jerk like the RBR
moreover that video has wierd lightings , maybe they reduced the quality

see this video for example

Not a single car in that video does what RB does this year. Sure the wing vibrates when you hit the kerbs, but what the RB's nose cone is doing is far away from normal.

Every other car's wing (except the ferrari FW in India) has the wingtips bouncing up and down relative to the center section, not changing pitch like the red bull wing.

[antrock]

[myurr]

Oooo that is interesting....! Pretty sure it shouldn't do that!

[jtc127]

WOW!

[Flanker27]

is that rubber made, in order to do minor damage in case of collision?

[Dragonfly]

Dolphin skin effect?

[shelly]

Fantastic insight from scarbs. It reminds me of 2007 monaco gp coulthard accident with rbr at the chicane. Its nose moved a lot but stayed intact like it was made of rubber. FIberglass maybe?

[AnthonyG]

What makes the car come to the ground in this image? (it's not the camera zooming in cause the shadow gets bigger)

[beelsebob]

[img]http://img.imgur.com/sbeeM.gif?1[img]

What makes the car come to the ground in this image? (it's not the camera zooming in cause the shadow gets bigger)

The guys holding under the nose attachment point of the car have lowered it slightly.

[N12ck]

Fantastic insight from scarbs. It reminds me of 2007 monaco gp coulthard accident with rbr at the chicane. Its nose moved a lot but stayed intact like it was made of rubber. FIberglass maybe?

I was the one who told scarbs,

I seen it in the pitstop and spoke to him about it, I personally see this as evidence of the nose flexing rather than the wing itself

[hollus]

I think I have a plausible physical model for it all. In blue I have added a plausible shape for the crash structure inside the wing. It contacts the top skin until point 1 in orange, it lets loose of the skin from there on and in the lower part.
Point 1 in orange is the also the first pivot point for the wing pillars and the main wing assembly thanks to a somewhat flexible (bendable but not stretchable) skin. At relatively low speed the whole thing, including the hollow wing tip, bends downwards and backwards like a pendulum around point 1 due mostly to drag near the end plates pushing them backwards. This increases the angle of attack of the wing allowing it to generate more downforce. This effect accounts for the rotation between the end plates in the figure.
Pivot point 2 in purple (will be somewhat lower) is the flimsy point where the wing pillars meet the main plane. It allows the wing to rotate back into planar (horizontal end plates) at very high speed, driven by downforce generated mostly near the rear part of the end plates. This alleviates the excessive drag of the tilted wing at very high speed.
Other two effects bring the end plates close to the ground for better ground effect: 3) Overall car rake and 4) A cantilever effect of the whole wing assembly as seen from the front (think of Olympic weight lifting). It is effect 4 that brings the end plates in red effectively lower than the end plates in green, and also why more of the wing pillars can be seen in the red version (together with a slightly different camera angle).
An arrangement where points 1 and 2 are exactly on top of each other and the crash structure departs from the outer skin at point 1, together with an adapter that sets the 100Kg of FIA's rams in line with point 2 ensures that FIA's wing flexibility test measures effect 4 and only effect 4, as all the weight is effectively hanging from point 1 and thus from the rigid crash structure. FIA's ram does not activate any of the tilting effects and of course ignores overall car rake.




I guess a more exact version would put point 2 lower and more forward, and point 1 correspondingly more forward so that they stay on top of each other, but these hypothetical pivot points illustrate the point more clearly.

[godlameroso]

I mentioned this in another car topic, but if you notice on the inside edge of the front wing are three pointy flaps that look like primaries on bird wings. Perhaps the deformation in the wing is to reduce the profile of these flaps and increase top speed, this would allow you to run extra downforce in low speed when you need it and when you get to higher speeds the downforce gets trimmed and you have more stability and greater top speed.

[dave34m]

What makes the car come to the ground in this image? (it's not the camera zooming in cause the shadow gets bigger)

Probably jacking up the rear of car

[dave34m]

I think I have a plausible physical model for it all. In blue I have added a plausible shape for the crash structure inside the wing. It contacts the top skin until point 1 in orange, it lets loose of the skin from there on and in the lower part.
Point 1 in orange is the also the first pivot point for the wing pillars and the main wing assembly thanks to a somewhat flexible (bendable but not stretchable) skin. At relatively low speed the whole thing, including the hollow wing tip, bends downwards and backwards like a pendulum around point 1 due mostly to drag near the end plates pushing them backwards. This increases the angle of attack of the wing allowing it to generate more downforce. This effect accounts for the rotation between the end plates in the figure.
Pivot point 2 in purple (will be somewhat lower) is the flimsy point where the wing pillars meet the main plane. It allows the wing to rotate back into planar (horizontal end plates) at very high speed, driven by downforce generated mostly near the rear part of the end plates. This alleviates the excessive drag of the tilted wing at very high speed.
Other two effects bring the end plates close to the ground for better ground effect: 3) Overall car rake and 4) A cantilever effect of the whole wing assembly as seen from the front (think of Olympic weight lifting). It is effect 4 that brings the end plates in red effectively lower than the end plates in green, and also why more of the wing pillars can be seen in the red version (together with a slightly different camera angle).
An arrangement where points 1 and 2 are exactly on top of each other and the crash structure departs from the outer skin at point 1, together with an adapter that sets the 100Kg of FIA's rams in line with point 2 ensures that FIA's wing flexibility test measures effect 4 and only effect 4, as all the weight is effectively hanging from point 1 and thus from the rigid crash structure. FIA's ram does not activate any of the tilting effects and of course ignores overall car rake.




I guess a more exact version would put point 2 lower and more forward, and point 1 correspondingly more forward so that they stay on top of each other, but these hypothetical pivot points illustrate the point more clearly.

Great post, I imagine the FIA has a very close look at the nose cone area with all the crash testing etc, would they be comfortable with something that has that ability to flex?