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Fairing Flap Drag Reduction Mechanism Ffdrm

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Fairing Flap Drag Reduction Mechanism Ffdrm
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  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   435 FAIRING FLAP DRAG REDUCTION MECHANISM (FFDRM) Santhosh Sivan. K 1 , Chandrasekar Sundaram 2 , Hari Krishnan. R 3 , Anirudh Srinivasan 4 1, 2, 4 (Department of Automobile Engineering, Anna University, MIT, Chennai, India) 3 (Department of Aerospace Engineering, Anna University, MIT, Chennai, India) 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   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: www.iaeme.com/IJMET.asp Journal Impact Factor (2014): 7.5377 (Calculated by GISI) www.jifactor.com   IJMET   © I A E M E    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   436 motorcycle analyzed using Solidworks software is displayed. The drag coefficient of the fairing design used in this motorcycle estimates to 0.6. 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. 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 Figure 3:  Proposed Fairing design Figure 4:  Pressure analysis of proposed fairing  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   437 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. IV. MECHANISM The fairing flap drag reduction mechanism consists of: ã   Push-rod ã   Trigger switch ã   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.  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 8:  Characteristic curve of aerodynamic drag force 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 Figure 6: Characteristic curve of total pressure Figure 7:  Characteristic curve of velocity
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