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https://www.youtube.com/watch?v=uxewm1pkPw0

The vortex flows one way, and the low pressure acts as an adverse pressure gradient to the primary flow, creating its own vortex.

In chemistry, breaking bonds absorbs heat, or cools. Water retains heat when it's liquid and much less so when it is vapor, because the hydrogen bonds become weaker and easier to break. R134 is a hydrofluorocarbon, each molecule has 2 hydrogen bonds. The cooling loop consists of converting a gas to a liquid, then diffusing the liquid back to a gas. Gasoline absorbs energy and cools before it combusts, gasoline is mostly carbon with hydrogen bonds, the reaction products are mostly CO2 and H2O. It is when the CO2 and H2O forms that energy is released. When the hydrogen bonds in the gasoline are broken, energy is absorbed, temperature decreases, this is why running rich cools exhaust gas temperature. Why gasoline being sprayed on and evaporating actually cools the intake valves.

The velocity of air through a duct is entirely dependent on the pressure ratio at the throat, and the inlet. Therefore at low vehicle speeds a duct can have 1 bar head, and 1 bar at the outlet. As the vehicle speed increases, the head pressure also increases, meanwhile, the duct pressure decreases at any and all throats, which in turn reduces the pressure at the outlet. The increased head pressure, and reduced outlet pressure together increase the pressure ratio at each throat.

https://imgr1.auto-motor-und-sport.de/Carlos-Sainz-Ferrari-Formel-1-GP-Monaco-28-Mai-2022-169Gallery-e1398dda-1903619.jpg

These strakes increase head pressure, as they divert air outward, the inner most strake and the body become the path of least resistance. Now these strakes also restrict air from moving into the back of the floor. Which in effect is lowering the back pressure of the throat created between the inner-most strake and the body. When the pressure ratio reaches ~2:1, you have choked flow. Once you have choked flow, the passage to the back of the floor becomes restricted, which increases the suction behind the strake which pulls the floor downward at that point. However choked flow is very lossy, unless it is carefully controlled. The shape of the outlet has to be carefully designed to exploit the fact that you can accelerate choked flow with careful expansion of the duct.

Not only that, but all subsequent ducts must have this careful sizing in mind, otherwise there are great losses, and flow instability.

https://youtu.be/45w1-lwFSzM?t=1053

You can see in this experiment how critical duct geometry is to maintain low pressure, low loss flow.

The I ching symbols all comprise of 3 lines, either 3 solid lines, 3 broken lines, and various combinations of solid and broken lines.

https://www.youtube.com/watch?v=cyOjlekGB2E

Look at the way he jabs. Weight shift forward, then a wave from the back foot to the front foot, timed with the jab.

In order to shift weight, you have to anchor your knee and elbow to the floor, so he does a small feint, front weight shift with his guard hand, transfers weight to the rear foot, from there he shifts weight again to the front into the punch. Perfect technique.

If you notice, his feet step before he jabs, not after, like the old taoist saying, "the foot must be faster than the hand" -some chingchongbingbongnigga.

https://files.catbox.moe/phr2r0.png
This update has improved the car performance. The update I'm pointing out is the fillet radius at the bottom of the strakes. This builds up the pressure on the leading face of the strakes, and keeps the high pressure from bleeding into the low pressure side. This increases the vorticity of the flow downstream. Everyone else puts the bottom fillet radius in the direction of airflow.

https://files.catbox.moe/1gic06.webp

The Ferrari for instance tried to go with the flow with their strakes.

Is to isolate the motion of the *front knee. There is no one way to do this, but it is very difficult to do.

https://www.youtube.com/shorts/DK9bIkQg4yc

Here you can see a perfect demonstration of the principle in action.

The knee can go up and down, but it cannot wobble side to side, or twist, it must work like a hydraulic jack, only moving up and down.

By loading the front knee with the weight of your torso, you keep the knee from buckling. This allows you to turn the upper torso independently of the lower.

This is in accord with Taoist principles, in order to generate power, there must be a yin yang separation. In this case, the legs are solid, the torso is pliant. That separation delivers great power and knocks the fuck out of the nigger.

When air flows through a venturi it speeds up, why does it do that? In simplest terms, pressure energy is converted to kinetic energy. In more accurate terms, there is a lot going on, and pressure itself while being the prime mover, is only part of the equation. Part of the reason a venturi even works, is because there is imperfect pressure recovery, due to entropic losses, thus the outlet is always at slightly lower pressure than the inlet. High pressure always flows to low, thus the venturi outlet acts as a favorable pressure gradient for air to follow.

If the pressure in the outlet is lower than the pressure at the inlet, the flow will follow the path of least resistance and naturally seek the outlet.

When you use a shop air hose, the pressure in the hose is much higher than atmospheric, the pressurized air expands into ambient. Now, if you lower the pressure of the ambient air at the discharge point, the air that comes out of the air hose rushes out with even more force, because there is less ambient air pressure acting as a restriction.

This is the principle behind air amplifiers.

https://www.youtube.com/watch?v=6HeagI8Tkh0

Therefore, the effectiveness of a venturi lies not just on the inlet pressure, but the outlet pressure as well.

The taoist principle of yin/yang separation generates power is highlighted here, the higher the separation of high and low pressure, the faster the air moves.

And to add weirdness, if you separate a positive and a negative electrical charge with a non-conductive material, at a certain current and voltage you begin ionizing the air around the charge separation. The so called dielectric barrier discharge, which can be used to influence airflow.

https://www.youtube.com/watch?v=HU0WPt9rKaI

https://www.sciencedirect.com/science/article/pii/S1000936116300383

Very interesting study that shows that using a winglet on the pressure side of a rotor cascade improves rotor performance, particularly by extending the stall point. In other words, the pressure side winglet creates a higher pressure ratio at a lower rotor speed. This is achieved while having a negligible impact on drag.

"On the contrary, the
pressure-side winglet greatly improves the stall margin and
introduces only a very small penalty in efficiency. At peak efficiency point, there is an efficiency reduction of about 0.27%.
The predicted penalty in rotor isentropic efficiency is due to
the additional surface offered by tip winglet which increases
the additional skin friction loss. Moreover, the pressure-side
winglet causes a slightly higher pressure ratio near the stall
point relative to the reference case..."

"By applying pressure-side winglet, the stall range predicted
by the present work is extended by 33.74%. This shows a significant improvement in the stall range of the compressor
rotor."

This is highlighted in this image.
https://files.catbox.moe/37sing.png

The study further goes on to say

"In the condition with the suction-side winglet
applied, the shock wave/tip leakage vortex interaction is being
intensified which leads to a stronger change in the tip leakage
vortex structure. It is found that the tip leakage twists seriously
and a spiral type breakdown seems to occur at the middle of
the rotor passage. In the case with pressure-side winglet, the
tip leakage vortex trajectory is more inclined in the streamwise
direction. In addition, the distance from the first tip leakage
vortex appearance at the suction surface to the intersection
with the shock is longer than the corresponding distance in
baseline tip case. With the longer distance, the low momentum
core fluid is reenergized as tip leakage vortex mixing with main
flow."

https://files.catbox.moe/k2fytu.png


Not complete proof but evidence that pressure side winglets extend the stall range in a wing cascade, this would be useful in something like a current generation Formula 1 car that uses floor fences in a cascade arrangement. The regulations allow the use of the pressure side winglets as there is a 50mm fillet radius that is allowed on these cascades.


https://files.catbox.moe/ce7igv.jpg

https://www.fia.com/sites/default/files/fia_2023_formula_1_technical_regulations_-_issue_1_-_2022-06-29.pdf

3.5.2 subsection d states
"Once each Floor Fence has been fully defined it is permitted to apply a Fillet at the
boundary between it and the Floor Body, having radius of curvature no greater than
50mm. Such a Fillet would then be considered part of the associated Floor Fence."

As far as I can tell, this means that you can apply a fillet once the floor fence is within the bounds of the actual floor, it makes no mention if the fillet can be applied at the top or bottom of the floor fence.

In the previous section I discussed why air tends to curve instead of going in a smooth uninterrupted line. This section I'll talk about the properties of swirling air. Lewis Fry Richardson has/had a famous saying: "Big whirls have little whirls, that feed on their velocity, little whirls have lesser whirls, and so on to viscosity."

What does this mean? It means that turbulence is really just small vortices, and that large vortices, have small vortices, which have still smaller vortices, which terminate due to viscous forces. When a mass displaces air, the fastest most efficient way for that air to be replaced is by turbulence. Turbulence is the most efficient way to mix and fill a volume with air. Take an internal combustion engine, in order to get the most homogenous mixture of air and fuel, turbulence is actually a good thing. After all, turbulence are small vortices, these minimum volume swirls transport the fuel droplets and distribute them in a given volume faster than smooth laminar flow can.

Internal combustion engines are less efficient at burning fuel at idle, than they are at higher engine speeds. This is because the increased piston velocity creates more turbulence in the cylinder, creating a more homogenous mixture of air and fuel.

In order to generate a vortex in an aerodynamic sense, energy must be introduced. The force of a wing slicing through the air requires energy to propel the wing through the air. Energy must be expended to force the wing through the air fast enough to create the pressure difference between the two surfaces of the wing. The vortex that results as the air migrates to fill the low pressure created by the wing, is itself a form of drag. The energy used to move the wing through the air is dissipated as a vortex. This vortex becomes dissipated as it interacts with the air surrounding it, because the large vortex begins to swirl the surrounding air, that surrounding air produces vortices of its own, further dissipating the energy. The swirls and eddies caused by the primary vortex take the energy from the main vortex, and mix it turbulently until the air is completely still, and "static pressure" is recovered.

Even though vortices are a source of drag, they can be used in order to improve the aerodynamic characteristics of wings and a vehicle's aerodynamics. This is because the cyclical momentum of a vortex can help airflow stay attached to a surface.

https://i.stack.imgur.com/O0h2f.jpg

Here the leading edge slats near the cockpit of this F18, generate vortices which help the airflow to stay attached to the wings, and over the fuselage. This is the same principle behind the so called NACA duct. The sides of the NACA duct generate a pair of vortices, which entrain air upstream into the duct.

https://tianyizf1.files.wordpress.com/2013/12/delta-wing-vortex.png

Paper airplanes and other delta wing shaped craft exploit the same principle.

The main vortex rotates away from the center of the delta wing pulling air along with it, lowering the pressure at the center, air upstream then follows that low pressure zone as the path of least resistance. The air won't impede on the vortex, because the walls of the vortex are at or very near atmospheric pressure. This means the air has no need or reason to pass across the vortex.

https://www.centennialofflight.net/essay/Theories_of_Flight/Vortex/TH15G5.jpg

Vortices are partly why wings on aircraft tend to have an elliptical lift distribution.

Next section we'll discuss wing design, and the theory behind the distribution of lift on a wing.