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8/14/2019 The Application of Physic in Sport
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INTRODUCTION
Formula One, also known as Formula 1 or F1, and currently officially referred to as the FIA
Formula One World Championship, is the highest class of auto racing sanctioned by
the Fdration Internationale de l'Automobile (FIA). The "formula" in the name refers to a set
of rules to which all participants and cars must comply. The F1 season consists of a series of
races, known as Grands Prix, held on purpose-built circuits, and to a lesser extent, former
public roads and closed city streets. The results of each race are combined to determine two
annual World Championships, one for the drivers and one for the constructors, with racing
drivers, constructor teams, track officials, organizers and circuits required to be holders of
valid Super Licences, the highest class racing licence issued by the FIA.
F1 involve many physic to make sure the cars are optimized when racing. The physic were
similar to a fighter pilot where its technology are advanced compared to any other racing cars.
Engineers works tirelessly to enhance their teams car to obtain the world championship. To
make dreams come true in engineering F1, money is needed, and physics in this sport does
not come cheap. Regardless of this factor, many teams are able to compensate and actually
made many progress in the team.
In this assignment, we will discuss the physics involved and where the physics are applied.
This what make the F1 not only a remarkable racing machine but also at the highest state of
an art. Thanks to internet for all the information provided. Without it, many unknown law of
physic are undiscover thoroughly.
WHAT IS THE PHYSICS?1
http://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_Internationale_de_l'Automobilehttp://en.wikipedia.org/wiki/Formula_racinghttp://en.wikipedia.org/wiki/List_of_Formula_One_Grands_Prixhttp://en.wikipedia.org/wiki/List_of_Formula_One_circuitshttp://en.wikipedia.org/wiki/List_of_Formula_One_World_Drivers'_Championshttp://en.wikipedia.org/wiki/List_of_Formula_One_World_Constructors'_Championshttp://en.wikipedia.org/wiki/Super_Licencehttp://en.wikipedia.org/wiki/Formula_racinghttp://en.wikipedia.org/wiki/List_of_Formula_One_Grands_Prixhttp://en.wikipedia.org/wiki/List_of_Formula_One_circuitshttp://en.wikipedia.org/wiki/List_of_Formula_One_World_Drivers'_Championshttp://en.wikipedia.org/wiki/List_of_Formula_One_World_Constructors'_Championshttp://en.wikipedia.org/wiki/Super_Licencehttp://en.wikipedia.org/wiki/F%C3%A9d%C3%A9ration_Internationale_de_l'Automobile8/14/2019 The Application of Physic in Sport
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A formula one car is engineering that has been lifted to such a high level that it's art. It
generates so much down force it could drive on the roof of a tunnel at 160 km/h.The down
force makes the car stick to the road so well that through corners the driver can be subjected
to forces of 5 Gs - where their 70-kg body suddenly weighs 350 kg. Five Gs can stop them
from breathing, and make their head weigh 25 kg.
To achieve this, engineers in formula 1 need to apply physic onto the cars to make them faster
in straights and smoothly in sharp corners. It is in the late 80s the engineers started to realize
and found the technique because at that time the cars are getting faster and fast cars need to be
handle approriately. To make sure the team wins the championship, serious research must be
done.
Then they came across this finding, using flipped aircraft wing. How do the wings work?
What is the physic?
The principles which allow aircraft to fly are applicable in car racing. The only difference
being the wing or airfoil shape is mounted upside down producing down force instead of lift
The Bernoulli Effect means that: if a fluid (gas or liquid) flows around an object at different
speeds, the slower moving fluid will exert more pressure than the faster moving fluid on the
object. The object will then be forced toward the faster moving fluid. The wing of an airplane
is shaped so that the air moving over the top of the wing moves faster than the air beneath it.
Since the air pressure under the wing is greater than that above the wing, lift is produced. The
shape of the f1 car exhibits the same principle. The shape of the chasis is similar to an upside
down airfoil. The air moving under the car moves faster than that above it, creating downforce
or negative lift on the car.
Airfoils or wings are also used in the front and rear of the car in an effort to generate more
downforce.
Downforce is necessary in maintaining high speeds through the corners and forces the car tothe track. Light planes can take off at slower speeds than a ground effects race car can
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generate on the track. In addition the shape of the underbody (an inverted wing) creates an
area of low pressure between the bottom of the car and the racing surface. This sucks the car
to road which results in higher cornering speeds.
The total aerodynamic package of the race car is emphasized now more than ever before.Teams that plan on staying competitive use track testing and wind tunnels to develop the most
efficient aerodynamic design. The focus of their efforts is on the aerodynamic forces of
negative lift or downforce and drag. The relationship between drag and downforce is
especially important. Aerodynamic improvements in wings are directed at generating
downforce on the race car with a minimum of drag. Downforce is necessary for maintaining
speed through the corners. Unwanted drag which accompanies downforce will slow the car.
The efficient design of a chassis is based on a downforce/drag compromise. In addition the
specific race circuit will place a different demand on the aerodynamic setup of the car.
A road course with low speed corners, requires a car setup with a high downforce package. A
high downforce package is necessary to maintain speeds in the corners and to reduce wear on
the brakes. This setup includes large front and rear wings. The front wings have additional
flaps which are adjustable. The rear wing is made up of three sections that maximize
downforce.
A race car traveling at 200 mph. can generate downforce that is approximately twice its own
weight. Generating the necessary downforce is concentrated in three specific areas of the car.
The ongoing challenge for team engineers is to fine tune the airflow around these areas.
1. Front wing assembly
2. Chassis
3. Rear wing assembly
THE PHYSICS INVOLVEDScience Behind F1 Aerodynamic Features
Engineered with perfection, the loud and aggressive Formula One (F1) racecar is the ultimate
racing machine. Its reputation has been defined by its amazing speed and handling
characteristics, which are for the most part, a product of its aerodynamic features. The success
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of these features relies primarily on the appropriate and efficient harnessing of drag and
downforce both of which are ruled by physical principles explained by Bernoullis equation.
Bernoulli's Equation
Investigated in the early 1700s by Daniel Bernoulli, his equation defines the physical laws
upon which most aerodynamic concepts exist. This now famous equation is absolutely
fundamental to the study of airflows. Every attempt to improve the way an F1 car pushes its
way through molecules of air is governed by this natural relationship between fluid (gas or
liquid) speed and pressure. There are several forms of Bernoulli's equation, three of which are
discussed, in the succeeding paragraphs: flow along a single streamline, flow along many
streamlines, and flow along an airfoil. All three equations were derived using several
assumptions, perhaps the most significant being that air density does not change with pressure
(i.e. air remains incompressible).Therefore they can only be applied to subsonic situations.
Being that F1 cars travel much slower than Mach 1, these equations can be used to give very
accurate results.
In this situation, there exists a relationship between velocity, density and pressure. As a single
streamline of fluid flows through a tube with changing cross-sectional area (i.e. an F1 air
inlet), its velocity decreases from station one to two and its total pressure equals a constant.
With multiple streamlines, the total pressure equals the same constant along each streamline.
However, this is only the case if height differences between the streamlines are negligible.
Otherwise, each streamline has a unique total pressure.
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Mathematical and pictorial explanation of Bernoullis Equation as applied to fluid flow
through a tube with changing cross-sectional area.2
As applied to flow along low speed airfoils (i.e. F1 downforce wings), airflow is
incompressible and its density remains constant. Bernoulli's equation then reduces to a simplerelation between velocity static pressure.1
(pressure) + 0.5(density)*(velocity)2 = constant
This equation implies that an increase in pressure must be accompanied by a decrease in
velocity, and vice versa. Integrating the static pressure along the entire surface of an airfoil
gives the total aerodynamic force on a body. Components of lift and drag can be determined
by breaking this force down.
In order to discuss lift and
downforce, it may be helpful to
provide an additional explanation
of the relationship that occurs with
the above form of Bernoulli's
equation. If a fluid flows around an
object at different speeds, the slower moving fluid will exert more pressure on the object than
the faster moving fluid. The object will then be forced toward the faster moving fluid.8A
product of this event is either lift or downforce, each of which is dependent upon the
positioning of the wing's longer chord length. Lift occurs when the longer chord length is
upward and downforce occurs when it is downward.
Downforce
Downforce, or negative lift, pushes the car onto the track.It is accomplished by use of anairfoil mounted such that its longer cord length is facing downward. As air flows over the
airfoil, a low-pressure region is created on the underside of the wing. A high-pressure region
then develops on the upper side of the wing, creating a downward force. This pressure
difference causes the net downforce.
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Downforce is necessary for maintaining speed through corners. Due to the fact that the engine
power available today can overcome much of the opposing forces induced by drag, design
attention has been focused on first perfecting the downforce properties of a car then
addressing drag.
The teardrop shape, previously discussed, displays ideal aerodynamic properties in an
unconstrained flow and is well suited for aeronautical applications. However, when this shape
is incorporated into the design of an F1 vehicle, it is subjected to constrained flow, which
causes different flow behaviors. This is due to the simple fact that these cars are very close to
the ground. The presence of the ground prevents the formation of a symmetrical flow pattern.
The results of this flow behavior are an unfavorable increased drag coefficient and generation
of a very favorable down force. Fortunately, the downforce created is highly valuable and the
increased drag can be overcome with array of aerodynamic strategies
Drag
The remarkable speed of the F1 racecar is achieved from the careful combination of its
powerful engine and expertly crafted aerodynamic body features. In the early years of F1
design, the engine was the primary variable in determining the racing success of a car.
Applicable engine technology had far exceeded the maturity of vehicle aerodynamics. Those
historic years embodied a simple algorithm. Speed was nearly a direct function of horsepower.
Although still improving almost annually, engine performance levels among the cars of each
racing season today have comparable performance record speed achievements now hinge on
a different design issue aerodynamics and drag plays a major role.
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F1 aerodynamics engineer, Will Gray, has noted that "Top speed is determined other factors
[car weight, fuel strategy, and good low-end engine power], but the main factor which
separates the victors from the valiant in this area is aerodynamic performance too much drag
and you're pulling unwanted air along with you.
One form of drag occurs as air particles pass over a car's surfaces and the layers of particles
closest to the surface adhere. The layer above these attached particles slides over them, but is
consequently slowed down by the non-moving particles on the surface. The layers above this
slowed layer move faster. As the layers get further away from the surface, they slow less and
less until they flow at the free-stream speed. The area of slow speed, called the boundary
layer, appears on every surface, and causes one of the three types of drag, Skin Friction Drag.
The force required to shift the molecules out of the way creates a second type of drag, Form
Drag. Due to this phenomenon, the smaller the frontal area of a vehicle, the smaller the area
of molecules that must be shifted, and thus the less energy required to push through the air.
With less engine effort being taken up in the moving air, more will go into moving the car
along the track, and for a given engine power, the car will travel faster.
Another factor that plays a role in aerodynamic efficiency is the shape of the car's surfaces.
The shape over which air molecules must flow determines how easily the molecules can be
shifted. Air prefers to follow a surface rather than to separate from one. Interestingly,
researchers of aerodynamics have found the 'teardrop' shape, round at the front and pointed at
the back, to be most efficient at propelling through air while providing a suitable surface for
the air to easily move across. With this shape there is little or no separation.
It is important to note that sharp frontal areas, rounded ends, sharp curves or sudden
directional changes in a shape should be avoided since they tend to cause separation, which
increases drag.
The final type of drag is Induced Drag. It is noted as such because it is caused by or "induced"
by the lift on the wings. Induced drag is an unfavorable and unavoidable byproduct of lift (or
downforce).It occurs on wings of standard or inverted position. In fact, the potential ofdisplaying induced drag exists for all bodies that exhibit opposite pressures on their top and
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bottom surfaces. Being that air prefers to move from high to low-pressure regions, air from
low-pressure regions has a tendency to curl upward around the ends of a wing, for example. It
travels up from the high-pressure region to the low-pressure region on the top of the wing and
collides with moving low-pressure air. Wingtip vortices are a result of this situation. These
vortices occur on both airplane wings and F1 car wings even though end plates may be used
to prevent this type of drag .It should be noted that the kinetic energy of these turbulent air
spirals acts in a direction that is negative relative to the direction of travel intended. In the
case of induced drag on F1 cars, the engine must compensate for the losses created by this
drag.
WHERE DO THE PHYSICS APPLIED?
1.Downforce
Rear Wing:
The rear wing is a crucial component for the performance of a Formula One racecar. These
devices contribute to approximately a third of the cars total down force, while only weighing
about 7 kg.10Figure shows a rear wing. Usually the rear wing is comprised of two sets of
aerofoils connected to each other by the wing endplates. The upper aerofoil, usually
consisting of three elements, provides the most downforce, therefore varied from race to
race.The lower aerofoil, usually consisting of two elements, is smaller and provides some
downforce. However, the lower aerofoil creates a low-
pressure region just below the wing to help the diffuser
create more downforce below the car.
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The rear wing is varied from track to track because of the tradeoff between downforce and
drag. More wing angle increases the downforce and produces more drag, thus reducing the
cars top speed. So when racing on tracks with long straights and few turns, like Monza, it is
better to adjust the wings to have small angles. Conversely, when racing on tracks with many
turns and few straights, like Austria, it is better to adjust the wings to have large angles.The
section on the left shows Michael Schumacher in Austria while the section on the right shows
Ruebens Barrichello in Monza. The section on the left clearly shows an increased wing angle
compared to the section on the right.
Splitting the aerofoil into separate elements as seen in is one way to overcome the flow
separation caused by adverse pressure gradients. Multiple wings
are used to gain more downforce in the rear wing. Two wings will produce more downforce
than one wing, but not twice as much. Figure shows the relationship between the number of
airfoils with both the lift coefficient and the lift/drag ratio. The lift coefficient increases and
lift/drag ratio decreases when increasing the number of aerofoils. The position of the wings
relative to each other is important. If they are too close together, the resultant forces will be in
opposite directions and thus cancel each other.
Front Wing:
The relationship between the front wing and the track is a delicate one; with the wing
generally being more efficient the closer it is to the track. Therefore, the front
wing is low to the ground to obtain as much advantage from ground effect as possible, and
generally has one full spanning flap. Developments usually concentrate on the profile of the
wing, and the use of flaps. However, Ferrari recently angled the leading edge of the wing toform a forward racing V-shape. This comes from flow
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visualizations on the wing, which shows its suction power is so strong that it pulls air in from
angles not straight with the centerline. This means that the air is approaching a normal,
straight leading edge at an angle to it, and therefore not working the wing to its full potential.
By turning the edge by the correct angle, maximum efficiency will be obtained.The part of the
front wing, which tends to change most in design, is the endplate. The primary function of this
feature is to stop
the high-pressure air on the top of the wing from being encouraged to roll over the end of the
wing to the low-pressure air beneath, causing induced drag. Additionally, the design aim of
the endplates is to discourage the dirty air created by the front tire from getting under the floor
of the car. Further to these, some teams use 'splitters', which are vertical fences, attached to
the undersurface of the front wing, to assist the endplate
2.Drag
Over time, as the wheels were moved closer
to the chassis, the front wings overlapped
the front wheels when viewed from the
front. This created unnecessary turbulence
in front of the wheels, further reducing
aerodynamic efficiency and thus
contributing to unwanted drag. To overcome
this problem, the top teams made the inside
edges of the front wing endplates curved to direct the air towards the chassis and around the
wheels. Many teams later introduced sculpted outside edges to the endplates to direct the air
around the front wheels. This was often included in the design change some teams introduced
to reduce the width of the front wing to give the wheels the same position relative to the wing
in previous years. The interaction between the front wheels and the front wing makes it very
difficult to come up with the best solution, and consequently almost all of the different teams
have come up with different designs
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Lift due to exposed wheels is a major problem for F1 racecars
since regulations prohibit enclosing the wheels within the
bodywork. Exposed wheels generate upward lift forces that
decrease the downforce created by the wings and other
structures. This positive lift may reduce downforce by
approximately 11% on a typical F1 track.To alleviate this
problem, engineers design flip-ups on the rear section of the side
pods, in front of the rear tires. Flip-ups as seen in Figure guide
air over the rear wheels while creating some downforce.
REFERENCE
http://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htm Retrived by 4th
November 2009
http://www.motorengineers.com.au/motor-engineers-articles/2004/3/4/rocket-science-and-
brain-power/ Retrived by 4thNovember 2009
http://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htm Retrived by 4th
November 2009
http://www.f1-country.com/f1-engineer/aeorodynamics/bernoulli.html Retrived by 4th
November 2009
11
http://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htmhttp://www.motorengineers.com.au/motor-engineers-articles/2004/3/4/rocket-science-and-brain-power/http://www.motorengineers.com.au/motor-engineers-articles/2004/3/4/rocket-science-and-brain-power/http://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htmhttp://www.f1-country.com/f1-engineer/aeorodynamics/bernoulli.htmlhttp://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htmhttp://www.motorengineers.com.au/motor-engineers-articles/2004/3/4/rocket-science-and-brain-power/http://www.motorengineers.com.au/motor-engineers-articles/2004/3/4/rocket-science-and-brain-power/http://www.f1-country.com/f1-engineer/aeorodynamics/racingphysics.htmhttp://www.f1-country.com/f1-engineer/aeorodynamics/bernoulli.html8/14/2019 The Application of Physic in Sport
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APPENDICES
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