Active rear wing test
09-13-2013, 10:34 AM
#21
Exactly. The down position is shown. The rod is under pure compression. Of course, the wing is generating downforce so it's not trying to lift off at all. There is some torque load on the actuator in the up position, but I kept it to a minimum. How will the motors react to that? Well, that's why we test, isn't it?
Any "rub marks" are simply reflections, there are none anywhere. There are no parts rubbing against each other. The front pivot rides on some nylon bushings. As you can clearly see from the picture, the plastic bushings from the original headlight mechanism have been replaced with rod ends.
Any "rub marks" are simply reflections, there are none anywhere. There are no parts rubbing against each other. The front pivot rides on some nylon bushings. As you can clearly see from the picture, the plastic bushings from the original headlight mechanism have been replaced with rod ends.
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09-13-2013, 01:28 PM
#22
WTF happened to the crossed out line thing?
IMO it would be a lot better to toss a bolt in the middle of the wing wing mount and remove the front bolt. This will make it so the wing sees its main force in the center so it balances this way the actuator will see a lot less force acting on it like it is now. While in the process toss a proper hinge to make the joint stronger.
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09-14-2013, 09:23 AM
#25
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Very cool Keith. I lust for it. How does it feel under braking?
I wish we could use something like this in NASA-TT. I brainstormed some type of active aero like this, at least until NASA outlawed it last year. It would be huge on the fast courses for a TT3 car.
I wish we could use something like this in NASA-TT. I brainstormed some type of active aero like this, at least until NASA outlawed it last year. It would be huge on the fast courses for a TT3 car.
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09-14-2013, 10:48 AM
#26
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Im glad someone is trying it, Good job Keith.
I was looking at doing a DRS system on a dual element wing. The second element only has to move 2" on the front edge.
I made these calculations on the high end of the scale 160 mph to see about how much force the actuator would have to handle. So at 160 mph if the DRS was active it would make 565 Lbs of downforce @ a 27.5 HP draw. In the max max AOA (or in normal cornering mode) on the second element it would produce 1650 Lbs of downforce @ a 192 HP draw.
I was looking at doing a DRS system on a dual element wing. The second element only has to move 2" on the front edge.
I made these calculations on the high end of the scale 160 mph to see about how much force the actuator would have to handle. So at 160 mph if the DRS was active it would make 565 Lbs of downforce @ a 27.5 HP draw. In the max max AOA (or in normal cornering mode) on the second element it would produce 1650 Lbs of downforce @ a 192 HP draw.
Last edited by 1993ka24det; 09-14-2013 at 05:31 PM.
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09-14-2013, 01:04 PM
#27
Im glad someone is trying it, Good job Keith.
I was looking at doing a DRS system on a dual element wing. The second element only has to move 2" on the front edge.
I made these calculations on the high end of the scale 160 mph to see about how much force the actuator would have to handle. So at 160 mph if the DRS was active it would make 565 Lbs @ a 27.5 HP draw. In the max max AOA on the second element it would produce 1650 Lbs @ a 192 HP draw.
I was looking at doing a DRS system on a dual element wing. The second element only has to move 2" on the front edge.
I made these calculations on the high end of the scale 160 mph to see about how much force the actuator would have to handle. So at 160 mph if the DRS was active it would make 565 Lbs @ a 27.5 HP draw. In the max max AOA on the second element it would produce 1650 Lbs @ a 192 HP draw.
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09-14-2013, 03:36 PM
#28
Can you guys tell me what track your hitting 160mph at in your miata? I would like to visit that track. I hit almost 140mph on the front straight at Texas World Speedway. One of a few "super speedway's" in the the US. Even in my buddy's Boss 302 mustang with the absolute best we could manage out of the last corner onto the banked front straight was 150mph.
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09-14-2013, 05:27 PM
#29
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Can you guys tell me what track your hitting 160mph at in your miata? I would like to visit that track. I hit almost 140mph on the front straight at Texas World Speedway. One of a few "super speedway's" in the the US. Even in my buddy's Boss 302 mustang with the absolute best we could manage out of the last corner onto the banked front straight was 150mph.
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09-15-2013, 12:43 PM
#30
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I should have some Miata headlamp actuators around here somewhere, and will have a COT wing next week for the Exocet. This might be a fun excuse to build a cool little microcontroller that accepts inputs such as brake fluid pressure, VSS, maybe accel, and allows user definable logic to rotate the wing. Or for that matter, may be able to get it incorporated in MS3 code, which may be the excuse for a CAN based 3-axis accelerometer, something I've wanted to do for the past 2 years.
Thanks to Keith and Warren for the ideas.
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09-15-2013, 05:13 PM
#32
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Tension
WTF happened to the crossed out line thing?
IMO it would be a lot better to toss a bolt in the middle of the wing wing mount and remove the front bolt. This will make it so the wing sees its main force in the center so it balances this way the actuator will see a lot less force acting on it like it is now. While in the process toss a proper hinge to make the joint stronger.
WTF happened to the crossed out line thing?
IMO it would be a lot better to toss a bolt in the middle of the wing wing mount and remove the front bolt. This will make it so the wing sees its main force in the center so it balances this way the actuator will see a lot less force acting on it like it is now. While in the process toss a proper hinge to make the joint stronger.
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09-16-2013, 11:03 AM
#34
I decided to do the initial proof of concept test with minimal modification of my wing. Thus no guesstimates as to where the center of balance needed to be on the wing, no extra holes in my wing, and it also allowed me to use my existing uprights as a base. As a bonus, it gives me a wider range of front mounting points to deal with things such as pushrods that weren't quite the same dimensions as described in the McMaster-Carr website 
It's not the perfect, ultimate implementation. But it's the best one we've seen so far.
Track test wing cam. Max speed was around 123 mph on this. The motors have no trouble lifting and holding the wing at that speed. I did set them up so they had maximum leverage for lifting the wing - they don't pull as hard on the return, but they have the load on the wing to help them.
Unfortunately, the Traqmate didn't record the session with the active wing and I have weird readings with what it did record - I was going -3358.19 mph at one point. Argh. So actual data will have to wait for a few weeks. But I can report that the car feels excellent under braking, very stable. Since the brake lights come on with even a small movement of the pedal, modulating the brakes doesn't cause the wing to spasm. The car didn't change behavior dramatically, it felt as if it had a brake upgrade and was less likely to lock up. Of course I didn't test to see what happened if I triggered the wing by braking in the middle of a high-speed corner because that's not clever anyhow.
It's not the perfect, ultimate implementation. But it's the best one we've seen so far.Track test wing cam. Max speed was around 123 mph on this. The motors have no trouble lifting and holding the wing at that speed. I did set them up so they had maximum leverage for lifting the wing - they don't pull as hard on the return, but they have the load on the wing to help them.
Unfortunately, the Traqmate didn't record the session with the active wing and I have weird readings with what it did record - I was going -3358.19 mph at one point. Argh. So actual data will have to wait for a few weeks. But I can report that the car feels excellent under braking, very stable. Since the brake lights come on with even a small movement of the pedal, modulating the brakes doesn't cause the wing to spasm. The car didn't change behavior dramatically, it felt as if it had a brake upgrade and was less likely to lock up. Of course I didn't test to see what happened if I triggered the wing by braking in the middle of a high-speed corner because that's not clever anyhow.
Last edited by Keith@FM; 09-16-2013 at 11:37 AM.
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