TECH TUESDAY: How the 2022 car’s rear wing was designed to be an F1 game changer

As for the overriding purpose of the new aero regulations, the new front wing and new subwoofer described in the previous two Tech Tuesdays create the airflow in a way that the new rear wing can complete the process – around the car’s turbulent alarm clock high into the air and away from the front wing of the next car. It also functions as a conventional rear wing when creating downforce.

Although not as much downforce as previous rear wings made. It carries two elements, as before, though with stricter controls on the shape of the elements and the amount by which they may overlap.

TECH TUESDAY: Why new floors should help improve F1’s wheel-to-wheel drive action in 2022

The new, very distinctive shape is made by the elements, end plates and tree wing that form one continuous line without sharp corners. It’s about more than looking tight; because the endplates can no longer surround and flush the wing elements, they can no longer prevent airflow leakage across the surfaces of those elements and from the rim.

This makes the elements – which rely on the pressure difference between the bottom and top surface work – less effective in making downforce, but, more importantly, greatly reduces the vortices of rotating air play from the wing corners where two separate air streams mix. Reducing these vortices makes the alarm much less turbulent and unfavorable for the car behind.

Furthermore, the corners of the endplate must be radiused by a specified amount to prevent those vortex-inducing sharp corners. Those endplates may no longer have slats in them to equalize the pressure between their inner and outer faces. Also this reduces their efficiency in making downforce of the car but greatly enhances their aerodynamic alarm.

Loss of downforce compared between 2021 and new 2022 car

The end plates then sweep in quite dramatically. As the air traveling over the body of the front reaches this part of the car, the inward sweep of the end plates pulls the inner tube of the rear wheel, narrowing the entire aerodynamic track of the car and prevents it from spreading to the outside to damage the car. auto auto after.

The air is effectively funneled into the area that meets the lower floor venturi exits. The air exiting the upward angle of the venturi exit slope (an angle extended through the bottom of the tree wing) is released by the pressure created by this air exerted by the end plates. is comforting. The whole convergence is then thrown high by that upward venturi / tree wing whip.

TECH TUESDAY: How the front wing on the all-new 2022 cars is designed to improve traction

That beam wing – which makes a return to regulation, which has been banned since 2014 – provides a low-pressure area behind the exit slopes of the subfloor venturi, allowing the exit air, and thus the velocity of the entire airflow of ‘ the bottom, accelerates. This reinforces the downforce created by the underfloor, compensating for the reduction in downforce of the new wings.

beam wing.jpg

Beam wings, here in red, are back for 2022 (shown on the 2022 showcar with Williams’ 2021 livery)

As with the wing element-to-endplate transition, so with the endplate-to-beam wing, there can be no overlap of surfaces. They have to form a continuous line – for the same reason: that of limiting the creation of vortices, which hurt the aerodynamics of the next car.

WATCH: Everything you need to know about the new 2022 F1 car

The total downforce created by the cars is expected to be only slightly lower than that of last year, but the share generated by the underbody is much larger, and that of the wings and over-body correspondingly less.

When a driver catches the car forward, that shaped rear wing he sees large in his vision will no longer be associated with a sudden loss of front downforce of his own car. In this way, the hope and expectation is that we will see fighting cars that come the right way much closer than we have become accustomed to over the years.

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