Sharkgills on toyota rearwing

[Guest]

To me those "gills" have the intention of reducing the pressure diference from the inside to the outside (of the endplates) in order to recuse the vortexs...which will lead to a reduction o pressure drag.

Or prevent a turbulence on the rear wing?

[Paragon]

To me those "gills" have the intention of reducing the pressure diference from the inside to the outside (of the endplates) in order to recuse the vortexs...which will lead to a reduction o pressure drag.

Or prevent a turbulence on the rear wing?

That was mine ... sorry

[Monstrobolaxa]

To me those "gills" have the intention of reducing the pressure diference from the inside to the outside (of the endplates) in order to recuse the vortexs...which will lead to a reduction o pressure drag.

Or prevent a turbulence on the rear wing?

That was already said in my post......

in order to recuse the vortexs...which will lead to a reduction o pressure drag

the reduction of vorticity....the turbulence is created by the votexs!

[CFDruss]

You will find, we have all said they are to help reduce the votex shread of the wings.

Like I said, if any one can model these then we can give them a whirl in CFD and see what we get??? Come on you CAD'ers

Monstrobolaxa, just so you know and dont get confused later, the air flow moving outside the end plates is not faster than the air flow within the end plates. The highest velocity being at the lower pressure side of the wing.

Russ

By the way, just got back fro the GT, Formula V6 and F3 races at Donnington. Sweet racing, those GT's are some noisy pieces of work!!!!

[Monstrobolaxa]

Monstrobolaxa, just so you know and dont get confused later, the air flow moving outside the end plates is not faster than the air flow within the end plates. The highest velocity being at the lower pressure side of the wing.

Yes but in this case the gills are on thehigh pressure area so we can only compare the speed between the endplates and outer-endplates in this area....the gilles are on the top of the winf not on the lower part of the wing. My comparisson is only between the upper-wing-inner endplate and the exterior at the same height....(where the "gills" are)

[CFDruss]

will let you off then!!!! haha

[CFDruss]

CFDRuss - THIS REPLY HAS BEEN MOVED FROM ITS ORIGINAL TOPIC AND PLACED IN A TOPIC WITH MORE RELEFENCE. THIS POST IS BY THE MEMBER EWETURN

I was looking at the photo's of the test in Jerez and noticed the Toyota have slits to the end plates of there rear wing http://www.f1racing.net/en/photolarge.p ... catID=1408 . I have not noticed them before nor seen any articles on them and would only be guessing their function.


There is a slight change between the US GP http://www.f1racing.net/en/photolarge.p ... D=269-1105 and the test in Jerez http://www.f1racing.net/en/photolarge.p ... catID=1409 , with the an extra slit and starting a little lower on the end plate. They also ran the extra slip in Manaco http://www.f1racing.net/en/photolarge.p ... ID=93-1105 , so it may be an aid for high downforce configuration?

The Renault have been running a similar concept for most of there year, with more of a moon cresent shape. It is had to get a clear image so here is my best effort. It's easiest to see looking at the far end plate.
http://www.f1racing.net/en/photolarge.p ... &catID=105
http://www.f1racing.net/en/photolarge.p ... &catID=105
http://www.f1racing.net/en/photolarge.p ... 6&catID=17

[Paragon]

Here we are:

Herez -



USA GP - shorter gills



That's how they look in Monaco

[Spencifer_Murphy]

eweturn I think you maybe rite about the gills encouraging air to flow from the wing to the outside of the endplate. Although what would be the advantage?

[walter]

I believe that by encouraging the airflow towards the outside of the wing would help reduce the vortexes that originate at the end of the endplates. The directional cuts and folds make me believe that the current of the air that flows through these gills would do this to some degree.

[Guest]

what about the sideplate when running in Yaw???
May it be just some device to prevent some shadowing of the flap when running at an angle?

[Spencifer_Murphy]

Hummm, the idea of shaowing the flap during yaw is a very valid point. Could be.

[crystalclear]

The wing shape crosssection on this piece is far clearer on Schumacher's FIAT. When the inside wheel goes over a curb on a bend that you want to shorten and short-cut across the apex, the messing about on that inside wheel will cause it to loose some grip and centrifugal effects could cause the car to drift outwards. With V shaped wings, as well as pulling down, the wings pull out. When the car leans (for example due to taking a curb) the inner wing will become steeper, pulling the car into the bend and partly countering centrifugal effects. The outer wing will become flatter as the car rolls and give more downforce to the outer tyre, the one firmly planted on the ground, and give it more grip.

Today's GP showed a couple of slow-mo's of cars taking a curb on a right hand bend, and the inner side of the FIAT bounced about a lot more than the Renault.

Are curbs and centrifugal effects the reason for the angle on these wings, or is it just legislation, one end has to be attached to the car, and they have raised the other end to a height where they get the airflow they want?