The Impact Of Aerodynamics On Superbike Performance
The Impact Of Aerodynamics On Superbike Performance – Analysis of changes in electricity production from renewable energy sources after Poland’s accession to the European Union
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The Impact Of Aerodynamics On Superbike Performance
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Motogp Would Be A Completely Different Game Without Downforce Aero’
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Is Ducati Using Ground Effect For More Grip In Motogp?
Application accepted: May 21, 2023. / Revised: June 12, 2023 / Received: June 16, 2023 / Published: June 19, 2023
In recent years, the introduction of aerodynamic applications on MotoGP motorcycles and the study of their aerodynamic performance has grown exponentially. It was in 2016, with the introduction of a single electronic control unit, that the search for alternative methods of creating downforce that did not depend only on the electronics of the motorcycle began. Since then, all manner of spoilers, wings and fenders have been seen on MotoGP motorcycle fairs. The final breakthrough was Ducati’s introduction of flow redirectors at the front and bottom of the fairing. The purpose of this study was to test two hypotheses regarding the performance of the flow diverter by answering relevant research questions about its aerodynamic function and advantages. In a pre-analytical cognitive activity, a visual study of MotoGP motorcycles was carried out and, accordingly, a specific 3D-CAD model was developed for both the motorcycle and the flow diverter according to the FIM 2022 regulations. Numerical simulations using OpenFOAM software were then performed for aerodynamic analysis. Finally, the Taguchi technique was used as an effective simulation-based strategy to narrow down combinations of geometric parameters, reduce the solution space, optimize the number of simulations, and statistically analyze the results. The aerodynamic performance of a flow diverter is highly dependent on the intake flow when the motorcycle is in a straight line. The results show that, regardless of geometry, all models with flow redirector motorcycle bearings have an aerodynamic advantage, as the addition produces downforce with a minimal increase in drag coefficient. During cornering, the flow divider in the flow redirector reduces the negative effect of wheel spin on the “diffuser effect”, which pulls the flow to the outside of the curve, creating additional downforce.
The aerodynamic study of a MotoGP motorcycle is very different from a self-driving four-wheeled vehicle like a Formula 1 car. This is due to various factors that affect the aerodynamic performance of a racing motorcycle when moving forward, such as changing angles of attack, gyroscopic ratios and rider movement.
In recent years, aerodynamics has been a major focus for improving motorcycle performance in the MotoGP World Championship. After the introduction of a simple electronic control unit (ECU) by the International Motorcycle Federation (FIM) in 2016, many manufacturers on the MotoGP grid tried to introduce aerodynamic additions to the front of the motorcycle to prevent wheelspin under acceleration. controlled by electronics [1]. Ducati has been a leader in this field, with many other manufacturers following suit or basing their designs on Ducati innovations. Among Ducati’s latest aerodynamic add-ons are the “flow redirectors” installed at the front and bottom of the fin, several of which have been replicated by rival manufacturers, including the fins introduced in early 2016 or the 2019 spoiler. The type of flow redirector studied here is not an example of this trend. Since Ducati first introduced it in 2021, the only other manufacturers to use a similar addition on the MotoGP grid have been Honda in the summer of 2022 and KTM at the start of the 2023 season.
Benefits Of Harley Lower Fairings For Aerodynamics
The fact that this aerodynamic device is not an inverted wing type makes it difficult to explain how it affects aerodynamic performance. As such, it is questionable whether its purpose is to reduce wheel spin during acceleration or create downforce during cornering, or to provide other aerodynamic benefits. The flow redirector is believed to influence the front wheel’s wake behavior, especially in corners, receiving additional downforce with reasonable offset. Therefore, the aim of the study presented here was to characterize the aerodynamic performance of this flow redirector on a MotoGP motorcycle.
To achieve the goal of the research, the preanalytical cognitive act, which provides the raw material for the analytical action, was considered. It should be noted that there are no drawings or data available regarding the geometry of the Ducati MotoGP motorcycle or the flow diverter. Therefore, the first research question of this study was: “How to create a 3D-CAD prototype from scratch without access to the geometry data of a real MotoGP motorcycle, including fitting and aerodynamic applications?” Another question that needs to be answered is, “How can numerical simulations capture the aerodynamic performance of a flow diverter on a motorcycle under racing conditions, such as on a straight or banked (ie cornering) motorcycle?” Finally, considering the high computational cost of numerical simulation and the fact that CAD design is performed with different geometric parameter values, the final research question of this study is: How to reduce the solution space using a simple and efficient method. a set of numerical simulations that narrow down combinations of geometrical parameters?’
To develop the study, a specific CAD design of a MotoGP motorcycle was created, which complies with the 2022 FIM regulations and includes additions in the form of a flow redirector. The study was conducted using Computational Fluid Dynamics (CFD) modeling and the results were analyzed aerodynamically and statistically. Statistical analysis was performed using the Taguchi method [2], an efficient simulation-based strategy for narrowing geometric parameter combinations, reducing the solution space, and optimizing the number of simulations. CFD simulations were performed using the OpenFOAM toolkit [3] and the turbulence model used was RANS k-ω SST, a widely accepted suitable model for external aerodynamics [4, 5].
Throughout the history of motorcycle racing, efforts have been made to give motorcycles an aerodynamic advantage. Examples include fairings introduced by Moto Guzzi or NSU in the 1950s, or spoilers introduced by Roger Frith in 1977 [6, 7] (see Figure 1).
Why Motogp May Become A Drag For Suzuki And Yamaha
Only in 2016, with the introduction of a single electronic control unit, manufacturers on the MotoGP grid began to explore new aerodynamic solutions. Until now, the main technical evolutions and resource investments in the world of MotoGP have been in the field of electronics, which have achieved more efficient transfer of torque to the rear wheel and better control of torque and front wheel lift during acceleration. A unified control unit was implemented by Dorna [8] with the aim of equalizing the competition so that the teams with the largest budgets do not gain an advantage in electronics development.
Subsequently, manufacturers focused on the aerodynamic evolution of MotoGP motorcycles, led by Ducati, which gained momentum in terms of aerodynamic innovations. The objectives were primarily to achieve more grip by reducing the torque (wheel) under acceleration and creating more downforce. First, simple fins were attached to the sides of the fairing or to the side area between the dome and the fairing, as Gurney flaps were used to improve aerodynamic performance [9]. However, during the 2016 season, the FIM realized that fins pose a serious safety risk, as they can hit the ground when the motorcycle leans steeply, or worse, they can act as knives and cause serious injury. rider [10] (see Figure 2).
Therefore, for safety reasons, the FIM has decided to remove spoilers or fins from motorcycles for the 2017 season. The new regulations state that aerodynamic elements must form a closed assembly integrated into the motorcycle’s fairing,