The document discusses the design, CFD analysis, and optimization of a Formula 1 front wing and brake cooling ducts. It presents the objectives of generating maximum downforce with the front wing while minimizing drag from the front wheels and increasing brake cooling. Three front wing designs and three brake duct designs were modeled and analyzed in combinations using CFD simulations. The results showed that combining front wing design FW1 with brake duct design BD1 achieved the best brake cooling, while other combinations optimized downforce or drag.

1. DESIGN, CFD ANALYSIS AND
OPTIMIZATION OF A F1 FRONT
WING AND HIS BRAKE COOLING
DUCTS
Student: Adrián Rouco Valverde
Directors: Eduardo Suárez Porto
María Concepción Paz Penín

2. Index
1. INTRODUCTION
1. State of art
2. Objectives
2. GEOMETRICAL MODEL
3. CFD STUDY
1. Pre-process
2. Simulation
4. RESULTS
5. CONCLUSION
6. BIBLIOGRAPHY

3. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
3
¿What is Formula 1?
Formula 1 is a category of motorsport where single-seaters have to make laps
around an asphalt circuit on the shortest time possible.
Teams need their car to have the maximum power possible, meet the minimum
weight and maximise contact between asphalt and tyres.
This vehicles generate large quantities of downforce, allowing drivers to brake the
car with decelerations up to 6G’s.
Motorsport images, 2018

4. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
4
So intense braking events require the brakes to dissipate massive amounts of
energy and hence they reach temperatures of the order of 1000ºC.
In order to cool them down, the front wing has to work in accordance with the
brake ducts to reduce the temperature on the brake discs.
These are the main reasons because of in this project the behaviour of the front
wing and the brake ducts of a 2018 Formula 1 car have been studied.
Motorsport.com, 2018
LAT Images, 2018

5. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
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State of Art Objectives
In the next 6 images is shown the evolution of front wings over the history of
Formula 1.
Lotus 49B 1968
John Chapman, 2007
McLaren M23 1976
TheWWC, 2014
McLaren MP4-4 1988
RaceFans, 2011
Ferrari F10 2010
Formula 1 technology and art, 2011
Red Bull RB9 2013
XPB Images, 2013
McLaren MCL33 2018
Giorgio Piola, 2018

6. 6
In this slide can be observed the development on the brake cooling ducts over the years.
Ferrari 312T 1974
Nancorocks, 2014
Toyota TF107 2007
APS, 2009
RedBull RB12 2016
Formula 1, 2016
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
State of Art Objectives

7. 7
The main objectives are:
• Generate the most Downforce possible in the front
wing.
• Reduce to the minimum the drag caused by the
front wheels.
• Increase the cooling ability of the brake system.
• Define the best combinations of front wing and
brake ducts depending on the circuit
characteristics.
State of Art Objectives
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

8. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
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To be able to run the simulation a 3D model of the car was made from scratch
following the 2018 FIA Technical Regulations.

9. 9
Three specs of the front wing were designed to
compare the response of the same.
Three more different specs of brake ducts were
also designed in order to be able to make 9
combinations of front wings and brake ducts.
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

10. 10
A) Technichal regulation FIA 2018
FIA, 2017
C) Renault RS18 2018
Autosport, 2018
Comparison between front wings
Comparison of brake ducts
Brake Duct SF71-H 2018
M.Sutton, 2018
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

11. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
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Pre-process Simulation
In order to carry out the CFD study, it was first necessary to simplify the geometry,
both to optimize Computational resources and to avoid allocating resources to
areas not relevant for the simulation.
Interior brake ducts
Formula 1, 2018
Brake disc
A. Amigo, 2018

12. 12
Fluid volume allocated for simulation
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
Pre-process Simulation

13. 13
Fluid volume allocated for simulation
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
Pre-process Simulation

14. 14
Result of the meshing process
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
Pre-process Simulation

15. 15
Result of the meshing process
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
Pre-process Simulation

16. 16
Turbulent model SST k-ω, repeatedly validated for this type of análisis.
Energy equation was enabled to keep in mind the heat transfer between solid and
fluid.
320 km/h 200 km/h 60km/h
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
Pre-process Simulation

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18. 18
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

19. 19
Generated loads by the front wing
The FW2 spec achieves the highest downforce but also the highest drag.
The FW3 spec achieves the best efficiency.
The FW1 spec is the one who achieves the best aerodynamic efficiency of the
aggregate.
FRONT
WING
REFERENCE AREA
[m2]
DOWNFORCE
[N]
DRAG
[N]
CL CD L/D
FW1 0.356 2538.48 483.30 -1.4958 0.2848 -5.25
FW2 0.353 2562.15 499.50 -1.5226 0.2968 -5.13
FW3 0.344 2000.57 361.02 -1.2200 0.2202 -5.54
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

20. 20
Brake disc temperatures
The front wing spec that achieves the better temperatures is the FW3.
The brake cooling Duct which extracts the most heat is the BD1.
The combination that achieves the lowest temperatures is the FW1.BD1.
The BD2 spec is the one who achieves the better ratio (dissipated heat)/drag, being
the most efficient one.
[K]
INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY

21. INTRODUCTION GEOMETRICAL MODEL CFD STUDY RESULTS CONCLUSIONS BIBLIOGRAPHY
21
After having carried out this Project, the following conclusions have been
reached:
• The configuration of front wing and brake duct that achieves the
maximum cooling is the one that combines the spec FW1 and BD1.
• The front wing spec that generates the most downforce is the FW2.
• The combination with the lowest drag is the one that joins the FW3 and
BD3 specs.
• The most efficient configuration is the one who combines the FW1 and
BD2 specs, both from aerodynamics and thermal points of view.

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Race car aerodynamics
J. Katz, Race Car Aerodynamics, Massachusetts: Bentley Publishers, 2006.
J. Katz, «Aerodynamics of race cars,» Annual Review of Fluid Mechanics, vol. I, nº 38:27-63,
2006.
W. Toet, «Aerodynamics and aerodynamic research in Formula 1,» The Aeronautical Journal,
vol. 117, nº 1187, 2013.
W. A. Mokhtar y J. Lane, «Race car Front Wing Aerodynamics,» SAE Technical Papers, vol. I,
nº 2988, 2008.
Brake cooling
K. M. Munisamy y R. Shafik, «Disk brake design for cooling improvement using
Computational Fluid Dynamics (CFD),» de IOP Conf. Ser.: Earth Environ, 2013.
«Design and analysis of Air flow duct for improving the thermal performance of disc brake
rotor,» de IOP Conference Series: Materials Science and Engineering, 2017.
Technical regulations
Fédération Internationale de l’Automobile, 2018 FORMULA ONE TECHNICAL REGULATIONS,
2017.