The Science Of Motogp Racing
The Science Of Motogp Racing – Analysis of changes in electricity production from renewable energy sources after Poland’s accession to European Union structures
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The Science Of Motogp Racing
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Submission received: May 21, 2023 / Revised: June 12, 2023 / Accepted: June 16, 2023 / Published: June 19, 2023
In recent years, the introduction of aerodynamic attachments and the study of their aerodynamic performance on MotoGP motorcycles has increased exponentially. With the introduction of the only electronic control unit in 2016, the search for alternative methods of generating downforce that do not rely solely on the motorcycle’s electronics began. Since then, all kinds of spoilers, fins and wings have been seen on the fairings of MotoGP motorcycles. The most recent breakthrough was Ducati’s implementation of flow diverters on the front and bottom of the fairing. The aim of the present study was to test two hypotheses regarding the performance of the flow diverter by answering the relevant research questions regarding its aerodynamic function and advantage in both the straight and inclined positions. In a pre-analytical cognitive act, a visual study of MotoGP motorcycles was carried out and accordingly a 3D CAD model was designed ad hoc in accordance with the FIM 2022 regulations for both the motorcycle and the flow diverter. For the aerodynamic analysis, numerical simulations were then carried out using the OpenFOAM software. Finally, the Taguchi methodology was applied as an effective simulation-based strategy to narrow down the combinations of geometric parameters, reduce the solution space, optimize the number of simulations, and statistically analyze the results. The aerodynamic performance of the flow diverter depends heavily on the inlet flow when the motorcycle is stationary. The results show that all tilted motorcycle models carrying the flow diverter have an aerodynamic advantage, regardless of geometry, as the appendage produces downforce with minimal increase in drag coefficient. In a cornering situation, the flow separator in the flow diverter reduces the adverse influence of wheel rotation on the “diffuser effect” by pulling the flow towards the outside of the corner, thereby generating additional downforce.
The aerodynamic study of a MotoGP motorcycle is significantly different from that of a self-steering four-wheeled vehicle, such as a Formula 1 car. This is due to the various factors that affect the aerodynamic performance of a racing motorcycle during forward motion, such as: B. Changes in angles of attack, gyroscopic conditions and the movement of the driver.
In recent years, aerodynamics has become a major focus in improving motorcycle performance in the MotoGP World Championship. Following the introduction of a simpler Electronic Control Unit (ECU) by the International Motorcycle Federation (FIM) in 2016, many manufacturers in MotoGP have attempted to implement aerodynamic attachments to the front of the motorcycle to prevent wheelie when accelerating, which was previously the case electronically controlled [1]. Ducati was a pioneer in this area, and many other manufacturers followed suit or based their designs on Ducati’s innovations. Ducati’s latest aerodynamic add-ons include “Flow Redirectors” located in the front and lower areas of the fairing. Some of these have been replicated by competing manufacturers, including the fins introduced in early 2016 or the spoiler of 2019. The type of flow diverter examined here is not an example of this trend. Since it was first introduced by Ducati in 2021, the only other manufacturers on the MotoGP grid to use a similar appendage were Honda in the summer of 2022 and KTM at the start of the 2023 season.
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The fact that this aerodynamic device is not an inverted wing type makes it difficult to interpret how it affects aerodynamic performance. Therefore, there are doubts as to whether its purpose is to reduce wheelie when accelerating or to create downforce when cornering, or whether it provides some other aerodynamic advantage. The flow diverter is believed to influence the behavior of the front wheel caster, producing additional downforce, particularly in corners, with a reasonable trade-off in drag. Therefore, the purpose of the research presented here was to characterize the aerodynamic performance of this flow diverter on a MotoGP motorcycle.
To achieve the research goal, the preanalytic cognitive act was first examined, which provides the raw material for the analytical effort. It should be noted that there are no available drawings or data on the geometry of the Ducati MotoGP motorcycle or the flow diverter. Therefore, the first research question of this study is: “How can a 3D CAD prototype be designed from scratch, without access to data on the geometry of a real MotoGP motorcycle, including the fairing and aerodynamic attachments?” Another question that answers is: “How can a numerical simulation capture the aerodynamic performance of the flow diverter in a racing situation, for example on a motorcycle in a straight line or in an inclined position (i.e. in curves)?” Given the high computational effort of numerical simulations and the fact that the CAD Finally, the final research question of this study is: “How can the solution space be reduced through a simple and efficient series of numerical simulations that constrain the combinations of geometric parameters?”
To develop the study, an ad hoc CAD design of a MotoGP motorcycle was created that complies with the 2022 FIM regulations and has flow diverter attachments. The study was carried out using CFD (Computational Fluid Dynamics) simulation and the results were analyzed both aerodynamically and statistically. The statistical analysis was performed using the Taguchi method [2], an effective simulation-based strategy to narrow down the geometric parameter combinations, reduce the solution space and optimize the number of simulations. The CFD simulation was performed using the OpenFOAM toolbox [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 of this are the fairings introduced by Moto Guzzi or NSU in the 1950s or the spoilers by Rodger Freeth in 1977 [6, 7] (see Figure 1).
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It was only in 2016, with the introduction of the individual electronic control unit, that manufacturers on the MotoGP grid began to research new aerodynamic solutions. Until then, the main technical developments in the MotoGP world and the investment of resources were in the area of electronics to achieve more efficient torque transfer to the rear wheel and better control of pitching moment and front wheel stroke during acceleration. The single control unit was implemented by Dorna [8], with the aim of leveling the competition so that the teams with the largest budgets do not have an advantage in developing the electronics.
Manufacturers then turned their attention to the aerodynamic development of MotoGP motorcycles, led by Ducati, which set the pace in terms of aerodynamic innovation. The main goals were to reduce the pitching moment (wheelie) when accelerating and to achieve more grip by generating downforce. Initially, simple fins were attached to the sides of the fairing or in the side area between the dome and the fairing as Gurney flaps were used to improve the aerodynamic performance of an airfoil [9]. However, during the 2016 season, the FIM recognized that the fins posed a major safety risk as they could come into contact with the ground when the motorcycle is tilted sharply or, even worse, act as blades and cause serious injuries to riders [10] (see illustration 2).
For safety reasons, the FIM has therefore decided not to use spoilers or fins on motorcycles in the 2017 season. The new regulations stipulated that aerodynamic elements must form a closed assembly integrated into the fairing of the motorcycle.