I think the holes uncovered by the DRS are exits for the air that has flowed in from the series of 3-hole plates on the top of the main element. The top of the main element is high pressure; and the DRS holes are in a venturi, thus low pressure. When DRS is active, the pressure diff on the main element is decreased, and so drag is also decreased. Simplest is best.
Raptor22 wrote:once again your complete lack of understanding of science leavings me wondering what you really do in your day time...
Now, now is this necessary?
I am board with the value of a DRS signal circuit, but I still do not think it is possible to get the signal to the nose. The fluid switch requires constant flow to create or maintain a signal. It is not a pressure activated switch. Look at the size of the hole in the wing side plate, that is not going to provide enough flow to travel all the way to the nose.
Brian
It doesnt. The control flow need only be on till the flow switches over and it1 stabilizes.
this f duct thing has implications on exhaust control though. if you can send air from the drs to the nose you can send it to the coanda ducts on the exhaust seen on mclaren or redbull, you can effectively have exhaust vectoring.
Now to evaluate the actual potential of this system.
Are we certain this is the source of the primary flow that goes forward? I have found an actual test on a flush hole used on an aircraft fuselage that indicates the pressure just inside such an opening like this is ambient. I know there is high pressure in this are, but this hole very close to the trailing edge where the pressure should drop with the DRS flap up. It is hard to understand why the flow would want to enter the hole. This is certainly not a forward facing duct that we have seen in years past.
Could this be a rearward facing NACA duct? It is not clear that the floor of the hole has the correct shape. This would mean the duct is trying to draw flow out.
the flow of air from rear to front, to trigger the system, would be quite effective from the front wings assisting pulling air towards it as the rear wings pumps up the system and when positive pressure from the rear hits the front outlets, its fully on. when it is off, however, i wonder how much does it effect wing performance
Powerslide wrote:harding, think of the medium as water instead of air. wing plows the water the hits the end plates so if there is a hole, it would go in...
The scale is hard to read in this image, but it is 0.125 PSI just in front of the flap or secondary element. Is that enough pressure to get the flow to the FW slots? What is the pressure reading going to look like if the flap is open?
Also note how the pressure is NOT 'piling up' out at the end plates as is the common belief by many on this forum.
What a cool intriguing system, no wonder Brawn sounded so excited at the Melbourne press conference:
"Everybody’s talking about your supposed front-wing stalling system, is there anything you can tell us?
RB: Well, I can tell you it’s great for Formula One, because for me the magic of Formula One is not just the drivers, it’s the technology, the engineering, the innovation, the stories that fill the web pages and the media. It’s something that I think is a great thing for Formula One. When I hear these people talking about how we need to have standard cars and just let the drivers… they miss the whole point of Formula One, which is the magic of everything that happens in Formula One. You know, we’ve got drivers out there, world champions, who are perhaps not in the best car at the moment and that’s a story. That’s a great aspect of Formula One. We have world champions in much better cars and the teams without the better cars have got to fix that and improve. So it’s great people are talking about different things. Today it’s us, tomorrow it will be somebody else. That’s why Formula One is so fascinating, why it’s so appealing to our fans and enthusiasts."
It's like the f-duct meets the forward facing exhaust!
Gary explains the function of the W-duct.
I didn't get what he was saying about the high-speed corners. I thought it is used only on the straights, and it is closed in the corners. Am I wrong?
The Merc duct is supposedly reducing front downforce; so that both front AND rear downforce is reduced. The drag help is minimal.
But what happens is there are some corners where you can take flat out even with DRS on. Example is the last corner in Catalunya last year for the Red Bull. But sometimes there are corners where you could technically still go through the corner flat out; but because the front still has so much grip; you can't turn the car enough to make the corner without destabilising the rear. By reducing the front downforce as well you're restoring that balance.
raymondu999 wrote:The Merc duct is supposedly reducing front downforce; so that both front AND rear downforce is reduced. The drag help is minimal.
... By reducing the front downforce as well you're restoring that balance.
Thanks. However, I think there are very small amount of those corners, aren't there? Gary says it is a big benefit in quick corners. That is why I would say it is the straight where you can gain so much with that, because the number of those ultra-high speed corners are limited.
It'll definitely restore the balance, but wouldn't it reduce the overall downforce levels on the car? If yes, then wouldn't cars have much less downforce while entering such fast corners than last years and hence less speed to take the corner?
It's for those rare corners where you're forced to enter the corner at less than the maximum able speed; such as the last Catalunya corner. In the old layout it would be a grip-limited corner; but because it's so close to the exit of the chicane you're nowhere near the grip limit. Another example would be (I think) Turn 5 Melbourne.
