SMJP 2203 – SEM 2 2022/2023

ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS

GROUP MEMBERS
NO. NAME (MATRIC ID)
1. YIN ZHI XUAN (A21MJ0108)
2. VENKATES RAO A/L SATHIYA NARAYANA (A21MJ0100)

(1) INTRODUCTION
In this study, we wanted to study about the (Drag Reduction System) DRS that can be found
on Formula 1 cars. Therefore, for the purpose of testing the effectiveness of DRS toward
reducing turbulence and reduce the downforce cause by the spoiler. In the simulation, we are
using Non-reacting flow simulation. How does it work in real life ? During the race, F1 cars
will turn on the DRS in a designated zone, their spoiler moves from normal state to open state
where half of the spoiler split and allow air passes through the opening. This action allowed
the cars to move faster and overtakes their opponents.

(2) OBJECTIVE
(i) To compare the flow of speed around the spoiler at both state of operation
(ii) To compare the vorticity around the spoiler at both state of operation

(3) SIMULATION DETAILS

CASE I II
1. 2D Model

2. Numerical domain 30 X 10 30 X 10
(𝑙𝑥 × 𝑙𝑦) [unit: m]
3. Grid point 600 X 200 600 X 200
(𝑛𝑥 × 𝑛𝑦)
4. Start Timestep 0 0
5. End Timestep 14000 14000
6. Delta Time Factor 10 10

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS
7. Initial Velocity u = 90 u = 90
[unit: m/s]
8. Fluid Density [unit: 1.2 1.2
kg/m3]
9. Fluid Dynamic 0.00002 0.00002
Viscosity [unit:
kg/(m.s)]
10. Numerical Scheme 4th order difference and 4th order difference and
Order Lax-Wendroff time marching Lax-Wendroff time marching
(2nd order) (2nd order)

(4) SIMULATION CASES

CASE I : DRS OFF STATE

The first geometry we used in the

simulation is a rough mimic of one part
of the F1 spoiler. This is the spoiler
would look like in normal state.

CASE II : DRS ON STATE

The second geometry we used in the

simulation is the state that the DRS is
on and the front part of the spoiler is
lifted to allow air flow pass through
easily.

The geometry of both cases has the same velocity of air flows from left to right constantly.

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS
(5) RESULT AND DISCUSSION

Figure 5.1 : Case I speed simulation at step 1000

Figure 5.2 : Case II speed simulation at step 1000

At the 1000 steps, we can notice that the buildup of speed around the model is
different. The speed around case I model is very low compared to case II model. In case I, the
air was not able to pass through the model easily because the surface area that facing the
direction of air flow in case I is larger than case II. Hence, the speed of air will be greatly
disrupted by the model(spoiler with DRS off) in case I. From figure 5.1, we can see that the
air speed around the model is low and a stagnation zone is form behind the model. At case II,
the spoiler didn’t block the speed of air as in case I due to the shape of the model is more
streamline. As the air flow more easily in case II, the stagnation zone formed is also smaller
than in case I. This means that the drag created by case II is lower than in case I. Therefore,
the air flow faster around the model.

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS

Figure 5.3 : Case I speed simulation at step 14000

Figure 5.4 : Case II speed simulation at step 14000

At 14000 steps, the flow of the air has built up and the air flow in case II compared
with during 1000 steps was similar. For case I model at 14000 steps, the air flow looks highly
disrupted and the speed of air is not stay consistent after it pass through the model. The
stagnation zone became bigger compare to when at step 1000. In Figure 5.3, we observed
that there are zero speed zone formed in front of the model. This is possibly where the
stagnation point at for the model in case I. For case II we can say that the stagnation point
will be locate in the stagnation zone on the model.

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS

Figure 5.5 : Case I vorticity simulation at step 1000

Figure 5.6 : Case I vorticity simulation at step 14000

Figure 5.5 and Figure 5.6 shows the state of vorticity of case I at step 1000 and step
14000. We can notice that the magnitude of the vorticity behind the model develops from a
small vortex into a bigger vortex that warps all the places behind the model. The lower part
has yellowish colour vorticity shows that the vortex is in counter clockwise direction whereas
the bluish colour on the upper part show that the vorticity has negative magnitude and in
clockwise direction. The vorticity simulation shows that in racing, the turbulence made by the
spoiler state in case one is high.

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS

Figure 5.7 : Case II vorticity simulation at step 1000

Figure 5.8 : Case II vorticity simulation at step 14000

Figure 5.7 and Figure 5.8 illustrate the state of vorticity at step 1000 and step 14000
for case II. From these two figures, it is clear that the vortex form in case II has lower
magnitude compared to case I. This is due to the low surface area and more streamline of the
model. As comparison between the vorticity at step 1000 and step 14000, the vorticity does
not change much and the pattern of the vortices is indifferent with other. This imply that the
flow is more stable in case II compare to case I.

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ASSIGNMENT 3
COMPUTATIONAL FLUID DYNAMICS
(6) CONCLUSION
The Drag Reduction System (DRS) used on Formula 1 cars is an aerodynamic device that
aids in reducing drag and increasing the car's top speed. The system is designed to enhance
overtaking opportunities during races by allowing the following car to reduce air resistance
and close the gap to the car in front. DRS can be activated by the driver when they are within
one second of the car ahead, and it temporarily alters the rear wing's angle, reducing
downforce and drag.

With DRS activated, the vorticity of airflow is reduced, resulting in smoother and less
turbulent air passing over and around the rear wing of the car. This reduction in turbulence
minimizes drag, allowing the car to achieve higher speeds on straights and maximize its
straight-line performance. Without DRS, the vorticity of airflow is more pronounced, creating
a higher level of turbulence around the rear wing. This increased turbulence leads to higher
levels of drag, limiting the car's top speed and making it more challenging for the driver to
close the gap to the car ahead.

Regarding air velocity, with DRS activated, the airflow around the Formula 1 car is optimized
to reduce resistance, resulting in higher airspeeds and greater straight-line acceleration. The
reduction in drag allows the car to gain speed quickly and improve overtaking opportunities
on long straights. Without DRS, the air velocity around the Formula 1 car is hindered by
increased drag, leading to slower straight-line speeds and reduced acceleration. The lack of
aerodynamic efficiency makes it more difficult for the driver to catch up to competitors and
execute successful overtaking manoeuvres.

In summary, the Drag Reduction System (DRS) on Formula 1 cars serves to decrease drag
and enhance overtaking opportunities. It reduces the vorticity of airflow, leading to smoother
and less turbulent air passing over the rear wing, and increases the air velocity around the car.
By activating DRS, drivers can gain a significant advantage during races, enabling them to
close the gap to the car ahead and improve their chances of overtaking on long straights.

(7) RESOURCE
https://drive.google.com/drive/folders/1vZ2bsxaVYDkXgwln3KPsc5TCosNpThOe?usp=sha
ring