Fairing flap drag reduction mechanism ffdrm
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This document discusses a proposed fairing flap drag reduction mechanism (FFDRM) for motorcycles used in circuit racing. It aims to reduce drag, especially on straight sections of the track, in order to increase speed. The mechanism involves electrically deployable fairing flaps that open at a lower angle on straightaways to streamline airflow. Computational fluid dynamics simulations and analysis indicate the FFDRM could reduce the drag coefficient from 0.6 to 0.51, increasing stability and acceleration. The study concludes the FFDRM provides effective active drag reduction to help motorcycles attain higher top speeds over short straight sections.
![International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print),
ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME
The fairing flap drag reduction mechanism provides an effective active response setting for
drag reduction. From the CFD analysis, it is implied that the fairing flap drag reduction mechanism
increases the acceleration and the top speed is attained in a short span of time while traversing
straight-line paths. The CFD analysis is displayed in figure 10. It can be inferred that pressure lines
produce a green striation on the deployed fairing flap drag reduction mechanism proving that drag
reduction increases the speed of the motorcycle with the drop in pressure.
439
VII. REFERENCES
Books
[1] Vittore Cossalter, (2006) “Motorcycle Dynamics”, 2nd English edition.
[2] Jesse Russel Ronald Cohn, (2013) “Motorcycle Fairing”, Book on Demand, ISBN
5510714441, 9785510714449.
[3] P. E. Freathy J. D. Potter, (1980) “An Investigation of the Performance of a Motorcycle
Fairing”.
[4] Frederic P. Miller, Agnes F. Vandome John McBrewster, (2010) “Motorcycle Fairing”,
VDM Publishing, ISBN 6131609578, 9786131609572.
[5] Mark Gleason, (2001) “Vehicle Aerodynamics Design and Technology”, Society of
Automotive Engineers, ISBN 076800747X, 9780768007473.
[6] Andy Ibbott Keith Code, (2009) “Performance Riding Techniques: The MotoGP Manual
of Track Riding Skills”, Haynes Publishing PLC, 2nd illustrated edition, ISBN 1844256979,
9781844256976.
[7] Neil Spalding, (2010) “MotoGP Technology”, Haynes Publishing UK, 2nd illustrated edition,
ISBN 1844258343, 9781844258345.
[8] Manikandapirapu P.K, Srinivasa G.R, Sudhakar K.G, Madhu D., “Aerodynamic Flow
Simulation Model in Ducted Axial Fan using Simulink”, International Journal of Mechanical
Engineering Technology (IJMET), Volume 3, Issue 2, 2012, pp. 543 - 550, ISSN Print:
0976 – 6340, ISSN Online: 0976 – 6359.
[9] Yogesh Mahajan, A.A. Likhite and D.R. Peshwe, “Failure of Front Shock Absorber of a
Motorcycle”, International Journal of Advanced Research in Engineering Technology
(IJARET), Volume 5, Issue 5, 2014, pp. 141 - 148, ISSN Print: 0976-6480, ISSN Online:
0976-6499.](https://image.slidesharecdn.com/fairingflapdragreductionmechanismffdrm-141023093406-conversion-gate02/85/Fairing-flap-drag-reduction-mechanism-ffdrm-5-320.jpg)
Fairing flap drag reduction mechanism ffdrm
- 1. International INTERNATIONAL Journal of Mechanical JOURNAL Engineering OF and MECHANICAL Technology (IJMET), ISSN ENGINEERING 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME AND TECHNOLOGY (IJMET) ISSN 0976 – 6340 (Print) ISSN 0976 – 6359 (Online) Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME: www.iaeme.com/IJMET.asp Journal Impact Factor (2014): 7.5377 (Calculated by GISI) www.jifactor.com IJMET © I A E M E FAIRING FLAP DRAG REDUCTION MECHANISM (FFDRM) Santhosh Sivan. K1, Chandrasekar Sundaram2, Hari Krishnan. R3, Anirudh Srinivasan4 1, 2, 4(Department of Automobile Engineering, Anna University, MIT, Chennai, India) 3(Department of Aerospace Engineering, Anna University, MIT, Chennai, India) 435 ABSTRACT Motorcycles used in circuit racings are for demonstrating technological advancements of their respective company for decades. The effects of various aerodynamic forces such lift, thrust, drag and down force are necessary for maintaining equilibrium. Drag reduction techniques have been used in Formula One. There have been no significant drag reduction techniques in place for motorcycle competitions such as MotoGP, WSBK, etc. Motorcycle fairings provide a unique solution to reduce drag but so far it has not been efficient. The fairings designed herewith can be used in straight-line paths. Various designs of fairings are in place today but our design can reduce drag to a greater extent than existing drag reduction techniques from the present. Keywords: Aerodynamic Forces, Circuit Racings, Drag Reduction, Fairings and Motorcycles. I. INTRODUCTION Circuit racing is, predominantly, hosted for technological demonstrations. The current research mainly focuses on gearbox design, engine efficiency and so. Motorcycle demonstration companies are currently researching for drag reduction methods to enhance speed, especially during straight-line paths. The increased speed is due to lesser drag and increased streamline flow around the curvilinear pattern of the motorcycle. Currently, motorcycles used in circuit racings do not have effective fairing design. It has been undermined due to its less scope in design. II. MAIN SECTION The fairing flap drag reduction mechanism designed here is solely to cater the circuit racing purpose. The design parameter mainly addressed here is about decreasing drag especially during straight-line path. Straight-line paths in the racetrack play a crucial role in determining the lap time of a racer. The effect of the drag must be minimum in these straight-line paths to achieve the maximum top speed in a short span of time. In the figure 2, the current design of a typical MotoGP
- 2. International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME motorcycle analyzed using Solidworks software is displayed. The drag coefficient of the fairing design used in this motorcycle estimates to 0.6. Figure 3: Proposed Fairing design Figure 4: Pressure analysis of proposed 436 Figure 1: Existing fairing design of a typical race bike Figure 2: Pressure analysis of the existing fairing design The Solidworks analysis used here displays the ineffectiveness of the fairing. It is highlighted by yellow and red flow lines around the fairing. The drag during straight-line paths is greatly increased and the motorist will experience higher drag when increasing the throttle. The pressure increase is enormous. It is supported by the thick orange color from the above figure. The pressure increase will negate any effect to increase acceleration. Thus, the motorist will be forced to use more fuel to overcome this ‘increased’ drag to achieve maximum possible velocity within a short span of time while cruising on straight-line paths. III. PROPOSED SOLUTION Various techniques for drag reduction in motorcycle fairings are in practice. Although they have been innovative, they have not been effective. The proposed solution underscores the importance of increased acceleration in straight-line race paths. fairing Here, the motorist must deploy the fairing flap drag reduction mechanism on the side of the fairings electrically. This is almost similar to the Drag Reduction System (DRS) switch used in a F1 car. The fairing flap drag reduction system, when deployed during straight tracks, will incline at lower angles. This inclination will tremendously streamline the flow around the corners. This flow
- 3. International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME pattern will thereby stabilize the bike i.e. an increase in throttle will result in equivalent increase in acceleration. The proposed fairing design analyzed using SolidWorks is displayed below in figure 4. The pressure analysis shows that the proposed fairing design reduces the resistance to airflow considerably. When the fairing flap drag reduction mechanism is deployed, the corner airflow is streamlined. Thus, the effective drag is highly decreased. The thick green patch on the fairing in the figure 4 depicts it. This allows the throttle response to be effective. 437 IV. MECHANISM The fairing flap drag reduction mechanism consists of: • Push-rod • Trigger switch • ECU On encountering a straight-line path, the trigger switch is pressed. The trigger notifies the ECU processor and it picks up the required flap signal from its input signals. This signal is processed to the flap. Additionally, the flap is deployed by the push-rod. The figure 5 explains the above mechanism in a simple manner. Figure 5: Block diagram of Fairing Flap Drag Reduction Mechanism V. VIRTUAL SIMULATION AND ANALYSIS The proposed fairing flap drag reduction mechanism was analyzed in virtual simulation. The mathematical model was used to plot the required graphs. The inferences from the graphs were used to prove the effectiveness of the fairing flap drag reduction mechanism. The graphs plotted shows the effective drag reduction, total pressure against the motorcycle and the velocity along the z-axis schemes in the SolidWorks model. From figure 8, it can be inferred that the drag coefficient is reduced from 0.6 to 0.51. The decrease in drag increases the stability of the immediate airflow after the fairing flap drag reduction mechanism is deployed. The drag reduction increases the effective acceleration and it increases the speed of the motorcycle.
- 4. International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME 438 Figure 6: Characteristic curve of total pressure Figure 8: Characteristic curve of aerodynamic drag force Figure 7: Characteristic curve of velocity Figure 9: Plotting of reduction in Drag Coefficient The total pressure and the velocity along the y-axis graphs state the efficiency of the proposed fairing flap drag reduction mechanism after a particular iteration. The formula used to obtain the graphs is: The above formula is given as input to SolidWorks and the graph is plotted. VI. CONCLUSION The proposed fairing flap drag reduction mechanism therefore decreases the drag in straight tracks on deployment. The force reduction due to the streamlined flow in front of the fairing enhances the throttle response. Figure 10: Computational Fluid Dynamic Analysis
- 5. International Journal of Mechanical Engineering and Technology (IJMET), ISSN 0976 – 6340(Print), ISSN 0976 – 6359(Online), Volume 5, Issue 9, September (2014), pp. 435-439 © IAEME The fairing flap drag reduction mechanism provides an effective active response setting for drag reduction. From the CFD analysis, it is implied that the fairing flap drag reduction mechanism increases the acceleration and the top speed is attained in a short span of time while traversing straight-line paths. The CFD analysis is displayed in figure 10. It can be inferred that pressure lines produce a green striation on the deployed fairing flap drag reduction mechanism proving that drag reduction increases the speed of the motorcycle with the drop in pressure. 439 VII. REFERENCES Books [1] Vittore Cossalter, (2006) “Motorcycle Dynamics”, 2nd English edition. [2] Jesse Russel Ronald Cohn, (2013) “Motorcycle Fairing”, Book on Demand, ISBN 5510714441, 9785510714449. [3] P. E. Freathy J. D. Potter, (1980) “An Investigation of the Performance of a Motorcycle Fairing”. [4] Frederic P. Miller, Agnes F. Vandome John McBrewster, (2010) “Motorcycle Fairing”, VDM Publishing, ISBN 6131609578, 9786131609572. [5] Mark Gleason, (2001) “Vehicle Aerodynamics Design and Technology”, Society of Automotive Engineers, ISBN 076800747X, 9780768007473. [6] Andy Ibbott Keith Code, (2009) “Performance Riding Techniques: The MotoGP Manual of Track Riding Skills”, Haynes Publishing PLC, 2nd illustrated edition, ISBN 1844256979, 9781844256976. [7] Neil Spalding, (2010) “MotoGP Technology”, Haynes Publishing UK, 2nd illustrated edition, ISBN 1844258343, 9781844258345. [8] Manikandapirapu P.K, Srinivasa G.R, Sudhakar K.G, Madhu D., “Aerodynamic Flow Simulation Model in Ducted Axial Fan using Simulink”, International Journal of Mechanical Engineering Technology (IJMET), Volume 3, Issue 2, 2012, pp. 543 - 550, ISSN Print: 0976 – 6340, ISSN Online: 0976 – 6359. [9] Yogesh Mahajan, A.A. Likhite and D.R. Peshwe, “Failure of Front Shock Absorber of a Motorcycle”, International Journal of Advanced Research in Engineering Technology (IJARET), Volume 5, Issue 5, 2014, pp. 141 - 148, ISSN Print: 0976-6480, ISSN Online: 0976-6499.