What I'm wondering is this... with tire data, there is a linear range for both Fy and Mz which usually only lasts for a few degrees of yaw, before saturating, or peaking and dropping off significantly. See below (grabbed off Google but illustrates the concept)
Does aero data have a similar trend? Within a realistic range for chassis side slip angle (say 6 degrees?), are aerodynamic Fy and Mz pretty linear? Do they saturate? Peak? Do something wild?
4 comments:
I want to say there was an article about this in racecar engineering awhile back...
That would all depend on the relative location of your center of gravity and your center of pressure. If your center of pressure is located aft of the center of gravity it will generally be stable in yaw... think of an arrow or a dart... weight in the front and surface area in the back.
Basically, the aero force acts at the center of pressure and the distance to the center of gravity is the moment arm. Actually defining the CP is a little tricky, though. There are ways to approximate your CP location for aircraft given location of wings and fuselage, but I would have to think about how you would do it with an open wheeler.
it all depends on the type of vehicle you are concerned with. some of the sideforce data will look like your lateral force curve there if the desired characteristic is gain / yaw change. it can also look very flat for the yaw range you are considering - larger yaw range could see flow get disturbed elsewhere and then a dropoff is not uncommon.
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