By Eric Forsta Thacher
This fascinating primer on sunlight Racing actually starts off from the floor up, describing how the interactions of a car with its setting circumscribe its final luck, from aerodynamics to resistance and propulsion. through demonstrating the way to mathematically version those underlying actual phenomena, the writer is helping sun racing opponents rigorously choose key features of the motor vehicle, reminiscent of weight and form, to supply optimum velocity. strength conversion and insist are given specific awareness, by means of chapters dedicated to studying sunlight racers’ layout, manufacture and checking out utilizing a dependent problem-solving strategy to maintain initiatives on the right track and on agenda. A bankruptcy dedicated to strength administration concepts presents priceless tips about maximizing usual velocity in the course of a race. advanced matters comparable to air flow process research and function simulation are lined in committed appendices. The monetary point of undertaking layout isn't really missed, as either fund-raising and price estimation are given in-depth consideration.
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Additional resources for A Solar Car Primer: A Guide to the Design and Construction of Solar-Powered Racing Vehicles
At low speeds, the yaw angle is at its largest, but the quadratic dependence of the drag on the relative wind speed forces the drag to be small compared to the rolling resistance. Hence, the error is small. 12 shows. But the yaw angle is decreasing. These competing influences cause the error to pass through a maximum and decrease until it is again about 1 % at 88 kph vehicle speed. Higher wind speeds, or wind directions further south, increase the error. For example, doubling of the error is possible at wind speeds of 16 kph (10 mph).
See Chapter 22. 21 Acceleration 29 Fig. 11 Drag speed 2W VD = . 8 m/s, or 856 kph (532 mph). 103. 11 shows how the drag speed is influenced by the vehicle’s mass, drag area, and the air density. The ratio a/g0 ( a*) will be the nondimensional acceleration. 807 m/s2), which we will assume to be uniform over the Earth. 20) T * = e a* + D* + R* + Wx* , M where, if the wind blows from ahead (a numerically negative wind speed), D* = (V * − VW* ) 2 , R* = µ1 + µ2*V * , µ2* = µ2VD , Wx* = sin α . 78(10−5) h/km.
8 is blowing. 0093. 13 shows that at 88 kph (55 mph), the drag, and therefore the tractive force, is increased by about 19 %. Wind Averaging As Kurtz (1980) pointed out, real vehicles seldom operate exclusively at zero yaw; there is usually a crosswind. Hence, if a single drag coefficient is to be used in design, it must be the wind-averaged value. But to calculate this value, the relative wind speed and direction and the car’s speed and course must be known at any moment, and the drag coefficient must be known as a function of the yaw angle.