Attaches the front wing to the frame while resisting lift, drag and cone impact loads, and allows the wing to be moved longitudinally for balance.
Brackets bolt to the front of the frame and to aluminium hardpoints embedded in the wing laminate. Mounting points are placed for quick attachment and release, and the brackets allow longitudinal translation of the whole wing.
No part-specific design process is documented. The Front wing subsystem design process applies: 1. 2D CFD sweeps in ANSYS to place elements and set angle of attack cheaply. CR26E ran 153 two-element and 148 three-element sweeps for the rear wing on the same method. 2. Move promising 2D results into a 3D half-car model at 35 mph, chosen as a representative competition corner speed. 3. Iterate in the half-car model, tracking CLA, CDA, CoP and tire drag in an iteration tracker. 4. Run the best candidates in the performance map (PMAP) full-car model for yaw, roll and cornering. 5. Validate on track with constant-speed testing, tufting and Flo-Vis oil.
Must fully support the wing at the maximum airspeed load case of 80 mph vehicle plus 30 mph headwind. Worst-case loading is at the outermost span of the main element. Cone impact is a design case, not an accident case.
FEA at 110 mph: 216 lbf lift, 28 lbf drag, plus an approximated 640 lbf cone impact. Maximum stress 23.3 ksi, maximum resultant deformation 0.0117 in, factor of safety 1.71. A separate test-condition case at 235 lbf lift and 28 lbf drag gave 9.57 ksi, 0.00895 in and FoS 4.17.
Milled on the CNC.
Aluminium.
None recorded. This part has no entry in Knowledge_Transfer/Issue Logging/Fault Vault.xlsx, in either Issue Log.xlsx, in CR22/Issue Tracking/Shakedown 7-15-23.xlsx, or in any design review issue list found in CrimsonStorage or Box.
0.844 lb on both CR25 and CR26I, at a 216 lb load requirement. Quantity per car, as costed: 2
Nothing in CrimsonStorage covers these yet.