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  #1  
Old 20-10-2007, 14:56
ferrari-fan ferrari-fan is offline
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Default de nieuwe Enz

Ik heb toevallig een boek van Ferrari waar de nieuwe enzo instaat
1000kg weegt deze opvolger
of hij geproduceerd is weet ik nog niet want mijn frans is wel goed
maar die moeilijk woorden zijn me niet bekend.
(op de afbeelding rechtsboven)
meer foto's en info zal ik wel geven
Maar deze discussie is ook bedoeld voor iemand die daar ook info over heeft
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File Type: jpg ritchie ferrari 00093.jpg (89.4 KB, 3 views)
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  #2  
Old 23-10-2007, 10:37
M@rcel M@rcel is offline
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volgens mij is ie nog niet geproduceerd, maar er schijnt wel een opvolger van aan te komen met ong. 900 pk, dat zal me toch een beest zijn, woow 900, das bijna een veyron:O...goed zo ferrari! laat bugatti maar eens zien hoe het moet

.

Last edited by Erikderaaf; 08-07-2008 at 13:27..
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  #3  
Old 25-01-2008, 12:25
DannyFer DannyFer is offline
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Default Aerodynamics nieuwe ferrari

Ik heb onlangs een patentaanvraag gezien, uitgaande van Ferrari Spa, aangaande bewegende bodemflaps juist voor de voorwielen.
Alhoewel de voorgestelde wagen een ENZO is, ben ik er niet van overtuigd dat dit principe ook hier zal toegepast worden.
Waarschijnlijk gaat dit over de FXX, de millechili, de speciale P4/P5, of een opvolger van de enzo
Weet iemand hierover iets meer ?

Ik voeg hierbij enkele tekeningen en de beschrijving. U kan ook de complete tekst van de aanvraag volledig vrij op vragen op
www.epo.org; onder de rubriek ESPACENET, waar ge het nummer WO2007007184 ingeeft in de NUMBER SEARCH zoekoptie



WO2007007184 A1 20070118

[0001] HIGH-PERFORMANCE CAR WITH STREAMLINE CONFIGURATION- ALTERING AIR JETS
[0002] TECHNICAL FIELD
[0003] The present invention relates to a high-performance car with streamline configuration-altering air jets to reduce drag and/or control road-holding and balance of the car. BACKGROUND ART
[0004] Streamlining of high-performance cars at times poses conflicting requirements : high-speed cornering requires a negative-lift aerodynamic force on the car body to increase the vertical load and hence the cornering force of the tyres, which, however, is accompanied by drag which limits the maximum speed achievable. Good road- holding and low drag can be achieved using adjustable streamlining surfaces, which change shape as a function of the speed of the car.
More specifically, at very high speeds, never encountered when cornering, they are positioned to minimize drag, whereas, at lower speeds, they are positioned to maximize negative lift and so achieve maximum road-holding performance. Adjustable streamlining surfaces, however, pose numerous drawbacks : to be effective, they must be fairly large, which normally conflicts with aesthetic requirements; they require a mechanically strong, and therefore heavy, high-cost, support and actuating system to withstand aerodynamic stress; and, finally, being exposed to weather, they call for fairly frequent maintenance to ensure consistent performance.
[0005] To alter the streamline configuration of a car at high speed, it has also been proposed to use air jets which interact with the airflow about the car. In other words, by blowing air through the car body, it is possible to interact with the airflow about the car to reduce the form drag component and so alter the streamline configuration of the car as a function of operating conditions, without actually altering the external shape of the car.
[0006] Examples of high-performance cars with high-speed streamline configuration-altering air jets are described in Patents US5863090A1, US5842734A1, US5908217A1, US5407245A1, US6033010A1 and DE19633205A1.
[0007] Known air jet systems, for altering the streamline configuration of a car at high speed, however, are bulky and heavy, and so increase weight - a serious drawback in the case of high-performance cars - and reduce the space available inside. Moreover, power consumption by the air fans employed is far from negligible, and is subtracted from the drive wheels. And finally, electric fans call for oversizing the alternator on the car, thus further increasing overall weight.
[0008] DISCLOSURE OF INVENTION
[0009] It is an object of the present invention to provide a high-performance car with streamline configuration- altering air jets, which is cheap and easy to produce and, at the same time, provides for eliminating the aforementioned drawbacks.
[0010] According to the present invention, there is provided a high-performance <-> car with streamline configuration-altering air jets, as claimed in the accompanying Claims.
[0011] BRIEF DESCRIPTION OF THE DRAWINGS
[0012] A non-limiting embodiment of the present invention will be described by way of example with reference to the accompanying drawings, in which:
[0013] Figure 1 shows a schematic plan view of a high- performance car in accordance with the present invention; Figure 2 shows a partly sectioned side view, with parts removed for clarity, of a front portion of the Figure 1 car;
[0014] Figure 3 shows a view in perspective, with parts removed for clarity, of a bottom portion of the Figure 1 car; Figure 4 shows a partly sectioned side view, with parts removed for clarity, of a rear portion of the Figure 1 car;
[0015] Figure 5 shows a view in perspective of part of a cooling duct in Figure 4;
[0016] Figure 6 shows a lateral section, with parts removed for clarity, of the Figure 5 cooling duct;
[0017] Figure 7 shows a rear view, with parts removed for clarity, of the Figure 1 car.
[0018] BEST MODE FOR CARRYING OUT THE INVENTION Number 1 in Figure 1 indicates a car marketed by Ferrari S. p.A. by the name "Enzo", and comprising a car body 2; two front driven wheels 3; two rear drive wheels 4; and an internal combustion engine 5 housed centrally in an engine compartment 6 adjacent to a passenger compartment 7.
[0019] Engine 5 has a cooling circuit comprising two front radiators 8 close to the nose of car 1, and two rear radiators 9 on opposite sides of engine compartment 6.
[0020] As shown in Figure 2, each front radiator 8 is located along a cooling duct 10 which, in use, conducts outside cooling air through front radiator 8 to cool it. Each cooling duct 10 extends between a substantially vertical inlet opening 11 formed through a front bumper of car body 2, and a substantially horizontal outlet opening 12 formed through a front boot lid of car body 2.
Each cooling duct 10 is connected to a blow duct 13, which originates at an initial portion of cooling duct 10, upstream from front radiator 8, and terminates at a blow opening 14, formed through a bottom portion of car body 2, to direct an air jet which interacts with the airflow about car body 2 to alter the streamline configuration of the car. As shown in Figures 2 and 3, each blow opening 14 is formed at the bottom of car body 2, just in front of a front wheel 3, and is oriented longitudinally downwards with respect to car body 2. As shown in Figure 2, blow duct 13 has a deflecting device 15, which can be activated to divert part of the air in cooling duct 10 to blow duct 13. More specifically, deflecting device 15 is movable between a rest position (shown by the dash line in Figure 2) in which deflecting device 15 does not interfere with the airflow along cooling duct 10, and a work position (shown by the continuous line in Figure 2) in which deflecting device 15 diverts part of the air in cooling duct 10 to blow duct 13. Each deflecting device 15 comprises a movable deflecting member 16 mounted inside cooling duct 10 to divert part of the air in cooling duct 10 to blow duct 13. When deflecting device 15 is set to the rest position, movable deflecting member 16 is housed inside a seat 17, formed along cooling duct 10, so as not to interfere in any way with the airflow along cooling duct 10.
[0021] In a preferred embodiment, each deflecting device 15 comprises a movable guard member 18 which, when deflecting device 15 is in the rest position, is embedded seamlessly at the bottom of car body 2, and, when deflecting device 15 is in the work position, projects vertically downwards from the bottom of car body 2, in front of front wheel 3 and just upstream from blow opening 14. Movable guard member 18 and movable deflecting member 16 are preferably hinged to rotate about respective parallel axes of rotation under the control of the same electric actuating device (not shown) .

[0022] During normal use of car 1, each deflecting device 15 is moved from the rest to the work position when the speed of car 1 exceeds a given threshold, so as to alter the streamline configuration of car body 2. To protect engine 5 at all times, each deflecting device 15 should always be maintained in the rest position when the temperature of respective front radiator 8 (or of the coolant circulating in front radiator 8) exceeds a given threshold. As shown in Figure 4, engine compartment 6 is fitted with two cooling ducts 19 (only one shown in Figure 4) , each of which conducts outside cooling air through engine compartment 6 to cool it. Each cooling duct 19 extends between a substantially vertical inlet opening 20 formed through a bottom portion of a side panel of car body 2, and a substantially horizontal outlet opening 21 (shown in Figures 1 and 7) formed through a rear bonnet of car body 2.
[0023] Each cooling duct 19 is connected to a blow duct 22, which originates at an initial portion of cooling duct 19, upstream from engine compartment 6, and terminates at a blow opening 23, formed through a rear portion (in particular, a rear bumper) of car body 2, to direct an air jet which interacts with the airflow about car body 2 to alter the streamline configuration of the car. As shown in Figures 4 and 7, each blow opening 23 is formed at the rear of car body 2, and is oriented horizontally and longitudinally with respect to car body 2.

[0024] As shown in Figures 5 and 6, blow duct 22 has a deflecting device 24, which can be activated to divert all the air in cooling duct 19 to blow duct 22. More specifically, deflecting device 24 is movable between a rest position (shown by the continuous line in Figure 6) in which deflecting device 24 does not interfere with the airflow along cooling duct 19, and a work position (shown by the dash line in Figure 6) in which deflecting device 24 diverts all the air in cooling duct 19 to blow duct 22. Each deflecting device 24 comprises a movable deflecting member 25 mounted inside cooling duct 19 to divert all the air in cooling duct 19 to blow duct 22. When deflecting device 24 is set to the work position, movable deflecting member 25 is housed inside a seat 26, formed along blow duct 22, so as not to interfere in any way with the airflow along blow duct 22.
[0025] During normal use of car 1, each deflecting device 24 is moved from the rest to the work position when the speed of car 1 exceeds a given threshold, so as to alter the streamline configuration of car body 2. To protect engine 5 at all times, each deflecting device 24 should always be maintained in the rest position when the temperature of engine compartment 6 exceeds a given threshold.
[0026] In a further embodiment not shown, deflecting device 15 and/or deflecting device 24 may also be set to one or more intermediate positions between the work position and the rest position.
[0027] The novel aspect of the above solution lies in using part of the existing cooling air on car 1 to generate air jets which interact with the airflow about car body 2 to alter the streamline configuration of the car. Research, in fact, shows that, at very high speed, far more cooling air is used than is actually needed for cooling purposes; which means part of the air which would normally be used for cooling may advantageously be used to generate air jets which interact with the airflow about car body 2 to alter the streamline configuration of the car. In other words, at very high speed, air which would normally only be used for cooling is also used to enhance streamlining of the car.
[0028] Optimum air-jet performance is thus achieved with no recourse to external power sources, but by simply controlling the energy of the cooling air at high speed differently and more efficiently.
[0029] In an alternative embodiment not shown, a blow duct with a deflecting device of the type described may originate from a brake cooling duct of a front wheel 3 and/or a rear wheel 4.
[0030] In an alternative embodiment not shown, a blow duct with a deflecting device of the type described may originate from a cooling duct of a rear radiator 9.
[0031] In the case of a cooling duct of engine compartment 6 or a brake cooling duct, the respective deflecting device may divert all the air in the cooling duct to the respective blow duct, seeing as cooling of engine compartment 6 or brake cooling is not normally required at very high speed. Conversely, in the case of a radiator of engine 5, which must be cooled at all times, the respective deflecting device may only divert part of the air in the cooling duct to the respective blow duct.
[0032] Location of blow openings 14 and 23 as described above is based on CFD {Computational Fluid Dynamics) calculations, which show that, in car 1 as shown in the accompanying drawings, half the drag is generated by the area close to the front fender and by the base. Simulation results show a possible 25% reduction in the drag of car 1 by virtue of blow openings 14 and 23.
[0033] More generally speaking, blow openings 14 and 23 and/or other differently located/oriented blow openings may be used to alter the streamline configuration of the car to reduce drag and/or control road-holding and balance of the car.
Attached Images
File Type: jpg wo 2007 007184 f1.jpg (210.2 KB, 1 views)
File Type: jpg wo 2007 007184 f2.jpg (96.8 KB, 0 views)
File Type: jpg wo 2007 007184 f3.jpg (65.1 KB, 0 views)
File Type: jpg wo 2007 007184 f5.jpg (91.6 KB, 1 views)
File Type: jpg wo 2007 007184 f6.jpg (55.4 KB, 0 views)

Last edited by Erikderaaf; 08-07-2008 at 13:28..
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  #4  
Old 25-01-2008, 12:43
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nofear02 nofear02 is offline
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Holy kanaries, dat is nog eens info Danny! Machtig! Wat een tekeningen. Erg mooi! Nou zien we ook eens een beetje hoe zoiets werkt. En dit is jouw werk om dit te beoordelen? Oef wat knap! Zeer bedankt voor t uploaden. Wat ze al niet verzinnen om een wagen tóch nog weer sneller te laten zijn / beter te laten kleven aan de weg, etc etc. Wat een techniek!

(nou enzo p.: je kan binnenkort weer koolstof-onderdelen gaan maken! )

.

Last edited by Erikderaaf; 08-07-2008 at 13:28..
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  #5  
Old 25-01-2008, 13:21
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filiberke filiberke is offline
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We hebben iemand die patentaanvragen behandelt, we hebben iemand die onderdelen maakt, we zijn goed bezig!!!!!!
Nog even en we ontwerpen onze eigen Ferrari F-chat mobiel!!!!!!!!!!!!!

en met alle technische bagage van onze members erbij, maken wij de beste Ferrari ooit

Last edited by Erikderaaf; 25-01-2008 at 14:51..
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  #6  
Old 03-02-2008, 16:11
4RE 4RE is offline
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Deze info is zo bijzonder dat we wel mogen opassen als F-Chat ! ;-)
de advocaten van Ferrari zijn medogenloos zeker na het F1 spionage verhaal.

De Enzo heeft overigens ook uitklapbare frontwings gehad, (zelf gezien) in ieder geval bij het prototype.
Deze komen naar buiten boven 120 pu oid en gaan weer in bij 300 pu oid.
Zitten vlak boven de grond aan de zijkant vd front spoiler.
( pneumatic actuators )

ciao

.

Last edited by Erikderaaf; 08-07-2008 at 13:28..
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