Archive for the ‘Automotive Info’ Category
Budget restrictions in the early 2000′s made the FIA does not directly, but by limiting the technology. Some things have been done by giving the FIA is technically stricter rules to automobile specifications. Examples are the restrictions on the use of engines in the 2004 season. With the rule that the engine should be used for the entire string of events, ranging free-practice on Friday to the race on Sunday, there are expected savings for each shopping engine team than before there is a rule in which each team may replace the engine whenever they want. This rule was tightened in the following season became one engine for two consecutive races, and even tightened again in season 2009 to eight engines for 17 races. Some other rules are applied with a similar goal, saving operational costs such as restrictions on engine specifications with very tight in the hope of saving the cost of research and development.
Several attempts over the FIA failed miserably because it absolutely does not reduce the operational cost of the F1 team. What happens is that operating costs have increased because every team is always anticipate every new rule with the research and development in order to remain competitive in the competition. Rules engine for two consecutive races for example, although the team saves the cost of purchasing the engine, but the prices have increased significantly because in it there is the cost of research, development, and testing of new engines to increase the reliability of his aliases is more durable in use without reducing performance.
Similar conditions also occur in tightening the rules engine specifications (with rules regarding the weight, low center of gravity location, limitations of materials, dimensions and distance of the cylinder) in season 2006. In the season also, the dimensions of a 2400 cc engine diminished from the previous V8 3000 cc V10. These new rules do seem to cut operating costs due to the smaller engine and development opportunities so limited, but in fact each team just added to the budget for R & D was to remain in the competition can exist.
In the case of the front wing, the FIA determined that the maximum flexibility allowed on the front wing is a wing edges (within 795 mm from the midline cars) may be deflected by 10 mm if the maximum load was 500 N (or approximately 51 kgs). Allowable deflection is relatively small due to the very bottom of the front wing endplate has a distance of 75 mm from the reference plane (the bottom of the car, see the illustration) or is not less than 125 mm of asphalt (minimum alone because of the reference plane must be within 50 mm from the street ), see illustration. That is, after deflected too, the very bottom of the endplates should be located not less than 115 mm of asphalt.
If seen from the photographs the front wing Red Bull this season, endplates were clearly deflected more than the allowed because endplates they even look almost touching the asphalt. Then why Red Bull is not considered to violate the rules?
The only reason why Red Bull (and maybe other teams cars that have a front flexi-wing) is not considered breaking the rules is because the FIA regulations say that the measurements performed in static conditions. Measurements on the condition of the car drove, but not set, are also difficult. Therefore, it is impossible to prove that the front wing Red Bull (and possibly also other team car) violated the rules of flexibility. So, the question of flexi-wing front this is a question of creativity contest on how to make wing components not excessive static load, but be deflected quite a lot on dynamic loading.
Subterfuge is in fact already been made in the 2006 season in which McLaren (which was then followed by almost all the other cars) to make the front wing twist. wing generated by additional elements on the front wing blades are relatively stiff in the static loading but become twisted due to “wind collision” on the condition of the car drove. Torsion bar elements above this wing endplates pressing down and give the effect of “sealing” the better (this twist elements have been discussed in this column Pitsop in the June 2006 issue). Season 2009 and then began twisting element is disappearing from circulation because it is prohibited by the FIA over-dimensional constraints on Bodyworks around the front wing.
On the other hand, the rules of the FIA flexibility test of the front wing is also seen as too soft on speeding over 200 mph, the load received by the front wing can be more than 400 kgs, or roughly equal to 200 kgs on each side of the right and the left. In the next season could be more stringent FIA imposes limits on the testing of this flexibility by setting a larger load testing. But the question is, does it need? Because without rules are too strict, then the penalty ingenuity to design components that are dynamically flexible but rigid on the static load is a separate competition that makes the spectacle is also more attractive
Naturally flow above the wind will try to flow downward through the left wing and right refer to the illustration (red lines depict the flow of this undesirable result of endplates that are too high and can not provide a good sealing effect). If this happens, then reduced and downforce groundeffect also declined. According to the science of aerodynamics endplate can provide a good amount of downforce the downforce up to 1.9 times than that given similar wing without endplates. Therefore, it is very vital function of endplates and of particular concern for the F1 engineers.
More than that, for the F1 car front wing is very crucial function because the front wing is a component of the first “hit” the wind and then give the influence on the shape of the wind flow to the rear. So the task is not only the front wing to generate downforce but also must make a good wind flow which can provide effects and aerodynamic efficiency is also good for aerodynamics components behind it.
With the many advantages of this flexibility aerodynamics components, FIA noted that the “area” is land that is good enough to be limited in favor of steps to prevent the fast growing F1 car. Restrictions on the speed of this car has become a “traditional purposes” because of the faster cars FIA adversely affect our safety and also the competition. In terms of safety must be very clear, the faster the car more prone to fatal accidents. In terms of competition, the faster the car, overtaking the more difficult and racing excitement will decrease. If the race becomes less exciting, the audience will walk away, and so also the sponsor.
The flexibility component was again a problem. Fleksibibilitas Why is it important? Why the FIA tried to limit it and but it does not forbid it?
In many ways, the flexibility of aero components on the car would be advantageous because the resulting deflection provides the service in accordance with the needs of the car. At the time the car speeding down the track straight, downforce is not needed, because it is an ideal wing angle of attack is the angle that possible to minimize drag. Conversely, when the car ahead or moderate cornering, downforce is very necessary to add more grip for braking grip and keep the car stable. At the same cornering drag has hurt so beneficial because it helps the brakes in a car slowed. A flexible wing, angle of attack will change naturally as the wind blows the load magnitude. At the speeding car on the track straight, flexible wings will ramp because the wind blows and when the car slows down towards the bend, the wind blows and the wing fell back into a more upright position.
In the case of front wing, there are additional benefits than the benefits described above. Flexibility in providing assistance to the front wing endplates of work. Endplates is a vertical bar on the left and right wings that served to give the effect of “sealing” or insulation for high-pressure wind flow on the upper surface of the wing does not flow down the wing which has a lower static pressure.
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Unlike some teams that have used the f-duct, it seems that the current f-duct McLaren looks best performance. This condition is not surprising because the aerodynamic design of the components is not always easy because it involves a complex character of fluid flow is called wind. Wind flow is influenced by many factors: the design of other components that were previously passed through, temperature and air pressure and even humidity. McLaren became the team with the design of f-duct is best as they would have set f-duct design it for a long time and have used them to try some windtunnel design possibilities.
At this f-duct this will be a key force many teams because of the benefits of the addition of speed in a straight track racers are necessary to catch up and survive the pressure behind the driver. These forces become important in the circuits with a long straight track. Uniquely, the f-duct is also a key force in slow circuits like Monaco and the Hungaroring because it has an f-duct to reduce drag, the wing angle of attack can be improved to achieve greater downforce so that drivers can turn more quickly. If this theory is proven, then it can be expected that the battles in the upcoming GP-GP will be a lot more exciting because overtaking is possible between the rider with the f-duct versus racer without f-duct
McLaren f-duct technology is quite clever in making the characteristic rear wing as needed. The airflow from the front that passed through a special channel to the front surface of the rear wing (see illustration). This air flow makes the flow of wind from the front of the rear wing does not directly hit the rear wing so that the effectiveness of the rear wing to be decreased. As a result, so smaller drag and downforce is also reduced. This condition is advantageous if the car is on track straight because downforce is not needed while the drag is clearly detrimental. To make the functioning of these channels are only for straight tracks only, the operation of the valve at the inlet f-duct is operated manually by the driver. When put straight track racers open the valve and just before entering the bend driver closed it again.
In this season f-duct to be excellent in the fishing pros and cons. Red Bull and Ferrari are two early teams who protested the use of f-duct by McLaren but later it became one team Ferrari users f-duct. Other teams that have adopted the f-duct since China is a GP Williams, Sauber, and Mercedes.