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Abstract
A Gurney ap is a thin strip of material attached at the trailing edge of the upper surface
of a racing car wing in order to increase the downforce of a wing of limited size. The
ow around a single element racing car wing with and without a 4.7% Gurney ap has
been investigated experimentally and computationally. Attention has been concentrated
on the unsteady wake which is characterized by alternate vortex shedding as is observed
behind circular cylinders, at plates and other two-dimensional bluff bodies. Using
novel experimental and postprocessing techniques it has been possible to determine
the instantaneous velocity and pressure elds in the intermediate and far wake. The
uctuating pressures on the surface of the aerofoil have been measured and integrated to
determine the uctuating lift and pitching moment on the wing. These were found to
be small compared with the time-averaged values despite the strong uctuations in
the wake. Steady-state computational uid dynamic simulations were performed and
the aerofoil surface pressure distribution was predicted accurately. The relationship
between wake unsteadiness and the pressure acting on the rear of bluff bodies (the base
pressure) is discussed and its importance to Gurney aps is assessed.
Keywords: aerodynamics, Gurney, motorsport, vortex shedding, computational uid
dynamics (CFD)
Nomenclature
C
CD
CL
CL0
CM
0
CM
Cp
Cp0
Cp o
D
f
H
aerofoil chord
drag coefcient drag force/[C Span (Po ) Ps)]
lift coefcient downforce/[C Span (Po ) Ps)]
lift coefcient uctuation [standard deviation of CL(t)]
pitch coefcient [tail-down moment at x/C 0.25)/(C2 Span (Po ) Ps)]
pitch coefcient uctuation [standard deviation of CM(t)]
static pressure coefcient (Ps ) Ps)/(Po ) Ps)
pressure coefcient uctuation [standard deviation of Cp(t)]
total pressure coefcient (Po ) Ps)/(Po ) Ps)
base dimension
frequency of vortex shedding
Gurney height
Correspondence address:
David B. Sims-Williams, School of Engineering,
University of Durham, South Road, Durham, DH1 3LE, UK.
Tel.: +44 (0)191 3743935. Fax: +44 (0)191 3742550.
E-mail: d.b.sims-williams@durham.ac.uk
221
Po
Po
Ps
Ps
s
S
t
u
u0hw
U
v
x
y
q
f
Introduction
The aerodynamic design of racing cars inevitably
requires compromise between the high downforce
that is required for high cornering speeds and the
low drag that increases the potential straight line
velocity. With a few, rare exceptions the balance
leans towards the high downforce conguration
since the increased corner entry and exit speeds
largely compensate for lower top speed in terms
of total elapsed times along the straights whilst
maintaining the gains made through the corners.
The constraints imposed by the regulations for
the majority of racing formulae make it difcult,
if not impossible, for engineers to achieve the
downforce that they would wish to achieve. These
constraints are mostly geometric which directly or
indirectly limit the size of the aerodynamic devices
that are used to create the required downforce. One
of the most signicant constraints that is commonly enforced relates to the maximum height and
rearward projection of the rear wing. Because the
downforce that is generated depends upon both the
wing shape and its size, the obvious means to
increase its downforce is to make it larger. Owing
to the constraints on the trailing edge location, this
can only be achieved by moving the leading edge
forward and downwards but this moves the wing
further into a region of low energy, highly turbulent ow that does little to enhance performance.
222
test case
+1 deg
18
test case
+1 deg
16
14
12
CL/CD
10
8
6
No Gurney
4.7% Gurney
2
0
0
CL
Figure 1 CL/CD vs. CL with and without a 4.7% Gurney ap.
Experimental arrangement
The wing had a chord of 214 mm and a span of
430 mm. The Gurney height was 10 mm. The
223
Gurney ap present.
ov ou
ox oy
225
present.
Wake unsteadiness
A single hot-wire probe was traversed across the
wake behind the wing with and without the Gurney
at axial positions corresponding to 0.2 chord lengths
and 3.3 times the base dimension (the sum of the
Gurney height and the trailing edge thickness)
downstream of the trailing edge (for the wing with
the Gurney these two positions are coincident). In
all cases, levels of unsteadiness were highest at the
edges of the wake with a calmer region at the wake
centre. Figure 5 compares the level of u0hw /U across
the wake of the aerofoil with and without the
Gurney. We would expect any unsteadiness generated by the trailing edge of the aerofoil to be of
much smaller scale than that generated by the
fD
U1
226
observations are indirect and require interpretation. Particle Image Velocimetry (PIV ) is the best
known quantitative technique that actually provides
a snap-shot of the instantaneous velocity eld,
however it cannot provide information on total
or static pressure. For this reason, a technique has
been developed at Durham for the analysis of
periodic unsteady pressure and velocity elds.
The technique uses a stationary reference probe
to provide a phase reference for time-accurate
measurements taken by another probe which is
mounted on a traverse gear and located successively at a range of positions in the wake. If the
unsteadiness of the ow were perfectly periodic
then it would be possible to use the signal from the
reference probe to trigger sampling at a traversing
probe. Perry & Watmuff (1981) used this approach in conjunction with a `ying hot-wire'. They
achieved some success but frequency and amplitude
modulations caused sufcient difculties that they
ultimately resorted to oscillating the body in order
to impose perfect periodicity (Watmuff et al. 1983).
A more involved technique has therefore been used
here which is applied at the postprocessing stage
when entire time histories can be used to determine
phase more accurately. Although the main element
of the technique is a frequency domain convolution
which synchronises time-histories at the traversing
probe, it also involves frequency domain ensemble
averaging, digital ltering and frequency shifting
operations which are crucial in preventing background noise and modulation of frequency and
amplitude from obscuring the periodic structure of
interest. Details of the technique are given in SimsWilliams & Dominy (1999). For our purposes, it
is sufcient to say that the output of the technique
is a set of synchronised, idealised, time-histories
at all of the measurement positions and this data
is then rearranged into a set of instantaneous snapshots of the unsteady ow.
Figure 6 shows a sequence of plots of total
pressure in the wake of the wing with the Gurney
c
Figure 6 Unsteady total pressure coefcient Cp o with a 4.7%
Gurney ap present.
227
228
Z
qu2
ou
os 0
q
D Ps
ot
2
uctuation. The pressure uctuations at the shedding frequency were, however, only of the order of
2% of the dynamic head. The unsteady reconstruction method used for the wake traverses was
used to synchronise the surface pressure uctuations and the instantaneous pressure distributions
were then integrated in order to determine approximate instantaneous lift and pitching moments.
As could be expected from the low levels of
uctuating pressure, the uctuating forces were
also small. The uctuating lift coefcient was
CL0 0.02 on an average value of CL 1.88 while
the uctuating quarter chord pitching moment,
0
, was less than 0.01 on an average value of
CM
CM 0.37. The very low levels of uctuating
pressure on the wing surface are probably a
function of two things. Firstly, the vortex shedding
mechanism is largely a wake instability which has
only a secondary inuence on the ow upstream.
This is supported by the approximately constant
phase along the surfaces of the wing, indicating that
the unsteadiness is propagating upstream as a
pressure wave at the speed of sound and does not
involve the local ow (in the wake the streamwise
phase shift corresponds to a propagation velocity of
about 0.85 times the free-stream velocity). The
theory that the instability occurs in the wake is
further supported by experiments with short splitter plates (1D) used on the wake centreline behind
bluff bodies to inhibit vortex shedding, much
greater effects on the shedding are achieved by
placing the splitter some distance behind the bluff
body (Roshko 1954). Unpublished CFD simulations performed by the authors in which vortex
shedding was obtained in the absence of a body by
specifying an inlet vorticity distribution similar to
the time-averaged vorticity distribution just downstream of a two-dimensional bluff body also demonstrate the shedding to be a wake instability. The
second justication for the low uctuating surface
pressures are the xed separation points at the tip
of the Gurney and at the wing trailing edge
(provided that the ow on the suction surface is
attached). These could serve to partition the wake
ow from the ow around the wing itself. This last
theory is weakened, however, by the surprising fact
229
the aerofoil.
232
Conclusions
The wake of a single element racing car wing with
and without a 4.7% Gurney ap has been examined
from time-averaged and unsteady viewpoints.
Alternate vortex shedding has been observed in
detail with a Strouhal number of 0.18. The ow
structure and Strouhal number are similar to those
of other two-dimensional bluff bodies.
Pressure uctuations on the surface of the
aerofoil were observed to be highly correlated
to the vortices being shed in the wake, however
the magnitude of these uctuations was small.
Unsteady lift and pitching moment were determined by integrating reconstructed instantaneous
surface pressures; the uctuating lift coefcient,
CL0 , was 0.02 while the uctuating quarter-chord
0
, was less than 0.01.
pitching moment, CM
It is usual for vortex shedding to greatly reduce
base pressure. A at plate normal to the ow with
a centreline splitter plate upstream and optionally
downstream has been used to demonstrate this
and vortex shedding reduced the base pressure
from Cp )0.54 to Cp )1.02. Although Gurney
aps do reduce base pressure, their effect is less
strong than that of other two-dimensional bluff
bodies.
Steady-state inviscid and viscous CFD simulations have been performed for the wing with and
without the Gurney and the aerofoil pressure
distribution was predicted accurately. This implies
that CL can be predicted by a steady, inviscid
calculation. CD will be harder to predict accurately,
however, because of its dependence on skin friction.
The relatively high Gurney base pressures,
relative to other bodies exhibiting vortex shedding,
and the surprising accuracy of steady-state CFD
simulations indicates that vortex shedding does not
signicantly affect Gurney base pressures.
Acknowledgements
The authors are grateful to Prof. W. N. Dawes of
Cambridge University for the use of his CFD code,
NEWT.
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