Formula One cars are single seats, open cockpit, open wheel racing cars with large front and rear wings, and a machine placed behind the driver, intended for use in the competition in Formula One racing events. The rules governing the cars are unique to the championship. Formula One rules stipulate that cars should be built by the racing team itself, although the design and manufacture can be outsourced.
Video Formula One car
Construction
Chassis design
The modern Formula One cars are built from carbon fiber composites and similar ultra-light materials. The minimum allowed weight is 728 kg (1,605 lbs) including the driver but not the fuel. The car is weighed with tires mounted in dry weather. Prior to the 2014 F1 season, cars were often weighed below this limit so the team added ballast to add weight to the car. The advantage of using a ballast is that it can be placed anywhere in the car to provide ideal weight distribution. This can help lower the car's center of gravity to improve stability and also allows the team to refine the car's weight distribution to fit individual circuits.
Maps Formula One car
Machine
The 2006 Formula One season saw the FÃÆ'Â © dation Internationale de l'Automobile (FIA) introduce a new engine formula, which mandates the car to be powered by a 2.4-liter naturally aspirated engine in a V8 engine configuration, no longer than four valves per cylinder. Further technical limitations, such as the ban on variable input trumpets, have also been introduced with the new 2.4 L V8 formula to prevent teams from reaching higher RPMs and higher horsepower too quickly. The 2009 season limited the engine to 18,000 rpm to improve engine reliability and cut costs.
For a decade, the F1 car has been running with a 3.0 liter naturally aspirated engine with all the teams that set the V10 layout at the end of the period; However, development has led to this engine producing between 980 and 1,000 hp (730 and 750 kW), and the car reaches a top speed of 375 km/h (233 mph) (Jacques Villeneuve with Sauber-Ferrari) on the Monza circuit. The team began using exotic alloys in the late 1990s, which caused the FIA ​​to ban the use of exotic materials in machine construction, with only aluminum, titanium and iron alloys allowed for pistons, cylinders, connecting rods and crankshafts. The FIA ​​constantly imposed material and design restrictions to limit power. Even with the limitation, the V10 in the 2005 season is well known for developing 980 hp (730 kW), the power level not seen since the ban of turbo-charged engines in 1989.
Underfunded teams (former Minardi teams spend less than 50 million, while Ferrari spend hundreds of millions of euros each year to develop their cars) have the option of maintaining the current V10 for another season but with rev barriers to stay competitive with the V8 engine most powerful. The only team to take this option is the Toro Rosso team, which is Minardi being reformed and re-established.
In 2012, the machine consumes about 450Ã, liter (15.9Ã, ft 3 ) air per second (at the rev limit of 2012 18,000 rpm); the level of race fuel consumption is usually about 75Ã,Â,/100Ã, km traveled (3.1Ã, USÃ, mpg, 3.8Ã, impÃ,mpg, 1.3Ã, km/l).
All cars have engines located between the driver and the rear axle. The engine is the part that is emphasized in most cars, meaning that the engine is part of the structural support frame, which is fastened to the cockpit at the front end, and the transmission and rear suspension at the rear.
At the 2004 championship, the machine was required to last for a full race weekend. For the 2005 championships, they were asked to hold out for two full race weeks and if a team changed the engine between the two races, they were penalized with 10 grid positions. In 2007, this rule was changed slightly and the machine only had to last for Saturday and Sunday. This is to promote the Friday run. In the 2008 season, the engine was required to last two full weeks of racing; the same regulations as the 2006 season. However, for the 2009 season, every driver is allowed to use a maximum of 8 engines during the season, which means that some engines have to survive three weekend races. This method of limiting machine costs also increases the importance of tactics, as teams must choose which race has a new or used machine.
In the 2014 season, all F1 cars have been equipped with a 1.6 liter turbocharged V6 engine. Turbochargers have previously been banned since 1988. These changes can provide an increase of up to 29% fuel efficiency. One of the many reasons Mercedes dominated the season early, was due to the placement of a turbocharger compressor on one side of the engine, and a turbine on the other; both are then connected by a shaft that moves through the machine vee. The benefit is that air does not travel through many pipes, in turn reducing the turbo lag and improving the efficiency of the car. In addition, it means that the air moving through the compressor is much cooler as it is away from the hot turbine section.
Transmission
Formula One cars use semi-automatic sequential gearboxes, with regulations stating that 8 front teeth (increased from 7 from season 2014 onwards) and 1 reverse gear should be used, with rear-wheel drive. The gearbox is made of carbon titanium, because heat dissipation is a critical issue, and is bolted to the rear of the engine. The full auto gearbox, and systems such as launch control and traction control, is illegal, to keep the driver skills important in controlling the car. The driver initiates a tooth replacement using paddles mounted on the rear of the steering and electro-hydraulic conducts actual changes as well as throttle controls. Clutch control is also carried out electro-hydraulically, except to and from a stationary position, when the driver operates the clutch using a lever mounted on the rear of the steering wheel.
The modern F1 clutch is a multi-plate carbon design with a diameter of less than 100 mm (3.9 inches), weighs less than 1 kg (2.2 pounds) and handles about 720 hp (540 kW). In the 2009 season, all teams use smooth shifting transmissions, allowing almost instant gear replacement with minimal drive loss. The time shift for Formula One cars is in the 0.05 second area. To keep costs low in Formula One, the gearbox must last five times in a row and since 2015, gearbox ratios will be set for each season (for 2014 can only be changed once). Changing the gearbox before the allowed time will cause a five-spot penalty to fall on the starting grid for the first event that a new gearbox uses.
Aerodynamics
Aerodynamics has become the key to success in sports and teams spend tens of millions of dollars on research and development in the field each year.
Aerodynamic designers have two main problems: the creation of downforce, to help push the car tire into the track and increase cornering power; and minimize the obstacles caused by turbulence and slow the car act.
Several teams began experimenting with wings now known in the late 1960s. The racing car's wing operates on the same principle as an airplane wing, but is configured to cause a downward force rather than upward. A modern Formula One car is capable of developing a 6G lateral curved style (six times its own weight) thanks to aerodynamic downforce. The aerodynamic downforce that allows this, is usually larger than the weight of the car. That means, theoretically, at high speed they can drive on the inverted surface of the corresponding structure; eg on the roof.
Initial experiments with moving wings and high mounting caused some spectacular crashes, and for the 1970 season, regulations were introduced to limit the size and location of the wings. After evolving over time, similar rules are still in use today.
In the late 1960s, Jim Hall of Chaparral, first introduced "ground effect" downforce to racing cars. In the mid-1970s, Lotus engineers discovered that an entire car could be made to act like a giant wing by creating an airfoil surface beneath which would cause air movement relative to the car to push it into the road. Applying another idea from Jim Hall from his 2nd-generation Chaparral sport racer, Gordon Murray designed the Brabham BT46B, which uses a separately-driven fan system to extract air from the surrounding area under the car, creating enormous downforce. After the technical challenge of the other team, it was withdrawn after the single race. Changes to the rules are then followed to limit the benefits of 'soil effects' - first ban skirts are used to contain low pressure areas, then requirements for 'stepping floor'.
Despite the full-sized wind tunnel and the enormous computing power used by most aerodynamic departments of the team, the basic principle of Formula One aerodynamics still applies: to create the maximum amount of downforce for a minimal amount of drag. The main wings mounted on the front and rear are mounted with different profiles depending on the downforce requirements of a particular track. Tight, slow circuits like Monaco require a very aggressive wing profile - you'll see that the car runs two 'knives' that are separate from the 'elements' on the rear wing (two are the maximum allowed). In contrast, high-speed circuits such as Monza see cars stripped away from the wings as much as possible, to reduce obstacles and increase speed at long straight.
Every single surface of a modern Formula One car, from a suspension shape connected to a driver's helmet - has a considerable aerodynamic effect. Disturbed air, where streams 'separate' from the body, creating turbulence that creates barriers - that slow the car. Look at the car recently and you'll see that almost as much effort has been spent reducing the obstacles while increasing the downforce - from the vertical end-plates mounted on the wing to prevent the vortex being formed into the low mounted diffuser plate behind, which helps to restore - after the pressure from the more rapidly flowing air that has passed under the car and otherwise will make the low pressure 'balloon' dragging behind. Nevertheless, the designers can not make their cars too 'slippery', because a good supply of airflow must be ensured to help eliminate the vast amount of heat generated by the engine and brakes.
In recent years, most Formula One teams try to imitate Ferrari's narrow waist design, where the rear of the car is made as narrow and as low as possible. This reduces drag and maximizes the amount of air available for the rear wing. 'Barge boards' mounted on the sides of the car also help shape the airflow and minimize the amount of turbulence.
The revised regulations introduced in 2005 forced aerodynamics to become more intelligent. In an effort to cut speed, the FIA ​​snatched cars from a downforce section by raising the front wing, bringing the rear wing forward, and modifying the rear diffuser profile. Designers quickly clawed back many losses, with new and complicated solutions like the 'horn' wing first seen in McLaren MP4-20. Most of these innovations are effectively banned under the stricter aero rules imposed by the FIA ​​for 2009. The changes were designed to promote attacks by making it easier for cars to follow others. The new rules take the car into another new era, with lower and wider front wings, higher and narrower rear wings, and generally a cleaner 'bodywork'. Perhaps the most interesting change, however, was the introduction of 'moving aerodynamics', with the driver able to make limited adjustments to the front wing of the cockpit during the race.
It was seized for 2011 by the new DRS (DRAG) rear wing system. It also allows the driver to make adjustments, but the availability of the system is electronically arranged - initially can be used at any time in practice and qualification (except the driver uses wet tires), but during the race, can only be activated when the driver is less than a second behind another car at point defined on the track. (From 2013 DRS only available on pre-determined points during all sessions). This system is then disabled so braking. The rear-wing "stalls" system opens the flap, leaving a 50mm horizontal slit on the wing, thus massively reducing drag and allowing higher top speeds. However, it also reduces downforce so it is usually used on long straight sections or sections that do not require high downforce. This system is introduced to promote overtaking and is often the reason for overtaking straight or at the straight end where overtaking is pushed in the following corner (s). However, DRS system acceptance has been different among drivers, fans, and specialists. Former Formula 1 racer Robert Kubica has been quoted as saying he "has not seen overtaking moves in Formula 1 for two years", suggesting that the DRS is an unnatural way to pass cars on track because it does not really require driver skills to successfully overtake a competitor, by therefore, will not overtake.
The use of aerodynamics to improve the grip of the car was pioneered in Formula One in the late 1960s by Lotus, Ferrari and Brabham.
Wing
The initial design linked the wings directly to the suspension, but some accidents led to a rule stating that the wings should be fixed rigidly to the chassis. Aerodynamic cars are designed to provide maximum downforce with minimum drag; every part of bodywork is designed with this purpose in mind. Like most open-wheel cars, they feature large front and rear aerofoils, but they are much more developed than American open wheel racers, which are more dependent on the tuning of suspensions; for example, the nose is raised above the center of the aerofoil front, allowing the entire width to provide downforce. Front and rear wings are very sculpted and very well 'tuned', along with other body parts such as back propellers under the nose, bargeboards, sidepods, underbody, and rear diffuser. They also have an aerodynamic appendage that directs the airflow. Extreme levels of aerodynamic development mean that the F1 car produces greater downforce than other open-wheel formulas; Indycars, for example, produce the same downforce as their weight (ie, downforce: 1: 1 weight ratio) at 190 km/h (118 mph), while the F1 car reaches the same at 125 to 130 km/h (78 to 81 mph), and at 190 km/h (118 mph), the ratio is roughly 2: 1.
Bargains are specifically designed, shaped, configured, customized, and positioned not to create direct downforce, such as with conventional wings or venturi underneath the body, but to create vortices from an air spill at the end. The use of vortices is a significant feature of the latest F1 car breeds. Since the vortex is a spinning liquid that creates a low-pressure zone at its center, it creates a vorticity lowering the overall local air pressure. Because low pressure is what is wanted under the car, because it allows normal atmospheric pressure to push the car down from above; by creating vortices, downforce can be added while still in the rules that prohibit ground effects.
The F1 cars for the 2009 season came into question as the rear diffusers design of Williams, Toyota and Brawn GP cars spurred by Jenson Button and Rubens Barrichello, dubbed double diffusers. Requests from many teams were heard by the FIA, which met in Paris, before the 2009 Chinese Grand Prix and the use of the diffusers was declared legal. Brawn GP boss Ross Brawn claims the dual diffuser design as "an innovative approach to the existing idea". It was then banned for the 2011 season. Another controversy from 2010 and the '11 season was the Red Bull's front wing. Some teams protest against claiming the wing is breaking the rules. Records from high-speed circuit sections show Red Bull's front wing bending the outer side which then creates greater downforce. The tests are held in the front wing of Red Bull and the FIA ​​can not find a way that wings break any rules.
Since the start of the 2011 season, cars have been allowed to run with adjustable rear wings, better known as DRS (drag reduction systems), systems to tackle turbulent air problems while overtaking. On the track's straight line, the driver can deploy the DRS, which opens the rear wing, reduces the car's resistance, allowing it to move faster. As soon as the driver touches the brakes, the rear wing closes again. In free practice and qualification, a driver can use it whenever he wants, but in a race, it can only be used if the driver is 1 second, or less, behind another driver in the DRS detection zone on the race track, at which point can be activated in the zone activation until the driver's brakes.
Soil effect
F1 rules severely limit the use of ground effect aerodynamics which is a very efficient means of creating downforce with small drag penalties. The bottom of the vehicle, at the bottom, should be flattened between the axles. A 10 mm thick wooden board or a "skid block" in the center of the car to prevent the car from running low enough to touch the surface of the track; this skid block is measured before and after the race. If the board is less than 9 mm after the race, the car is disqualified.
A large amount of downforce is provided by using a rear diffuser that rises from the undertray in the rear axle to the actual back of the bodywork. Limitations on ground effects, limited wing size (requiring high angle of attack to create sufficient downforce), and vortices made by open wheels lead to a high aerodynamic drag coefficient (about 1 according to technical director Minardi Gabriele Tredozi; with an average modern saloon car, which has a C d value between 0.25 and 0.35), so that, despite the power output that very large from the engine, the top speed of these cars is less than the Mercedes-Benz racer and the Auto Union Silver Arrows of World War II era. However, this obstacle is more than compensated by the ability to angle at a very high speed. Aerodynamics adjusted for each track; with low drag configurations for tracks where high speed is more important such as Autodromo Nazionale Monza, and high traction configurations for tracks where cornering is more important, such as Circuit de Monaco.
Rule
With regulation in 2009, FIA cleans F1 cars from small wings and other parts of the car (minus front and rear wing) used to manipulate car airflow to reduce barriers and increase downforce. As it is now, the front wing is specially shaped to push the air toward all the winglets and the bargeboard so that the airflow smoothly. If this is removed, various parts of the car will cause major obstacles when the front wing can not form air through the body of the car. The regulations enacted in 2009 have reduced the rear wing width by 25 cm, and standardized the center of the front wing to prevent the team from developing the front wing.
Steering wheel
The driver has the ability to refine many elements of a racing car from inside the engine using the steering wheel. Wheels can be used to change gears, apply rev. limiter, adjust the fuel/air mixture, change the brake pressure, and call the radio. Data such as engine rpm, lap times, speed, and gear are displayed on the LCD screen. The wheel hub will also incorporate gear change paddles and a row of shift LED lights. Wheels alone can cost around $ 50,000, and with carbon fiber construction, weighing in at 1.3 kilograms. In the 2014 season, certain teams such as Mercedes have opted to use larger LCDs on their wheels allowing the driver to see additional information such as fuel flow and torque delivery. They are also more customizable because of the possibility of using software that is much different.
Fuel
The fuel used in F1 cars is quite similar to regular gasoline, though with a much more controlled mixture. Fuel Formula One can only contain compounds found in commercial gasoline, in contrast to the alcohol-based fuels used in American open wheel races. Blending is set for maximum performance under certain weather conditions or different circuits. During periods when the team is limited to the specific volume of fuel during the race, a mixture of exotic high-density fuels is used which is actually denser than water, since the energy content of the fuel depends on its mass density.
To ensure that fuel teams and suppliers do not violate fuel regulations, the FIA ​​requires Elf, Shell, Mobil, Petronas and other fuel teams to deliver the fuel samples they provide for the race. At any time, FIA inspectors can request samples from refueling rigs to compare the "fingerprints" of what's in the car during the race with what's being delivered. The team usually obeyed this rule, but in 1997, Mika HÃÆ'¤kkinen was stripped of her third place at Spa-Francorchamps in Belgium after the FIA ​​decided that its fuel was not the correct formula, so in 1976, both McLaren and Penske Cars were forced into behind the Italian Grand Prix after the number of octane blends was found to be too high.
Ban
The 2009 season saw the re-introduction of slick tires replacing the worn tires that were used from 1998 to 2008.
Tires should not be wider than 355 and 380 mm (14.0 and 15.0 inches) at the rear, the width of the front tire is reduced from 270 mm to 245 mm for the 2010 season. Unlike fuel, tires have only a superficial similarity to tires the normal way. While the roadcar tires have a useful life of up to 80,000 km (50,000 mi), Formula One tires do not even last the distance of the race (more than 300 km); they usually change two or three times per race, depending on the track. This is the result of the drive to maximize road capability, leading to the use of very soft compounds (to ensure that the tire surface fits the road surface as close as possible).
Since the start of the 2007 season, F1 has a single tire supplier. From 2007 to 2010, this is Bridgestone, but 2011 saw the reintroduction of Pirelli into the sport, following the departure of Bridgestone. Seven F1 tire compounds exist; 5 is a dry weather compound (hard, medium, soft, super-soft and very soft) while 2 is a wet compound (intermediate for waterless wet surfaces and full water for surface with standing water). Two of the dry weather compounds (generally louder and softer compounds) are brought into every race, plus both wet weather compounds. Harder tires are more durable but provide less clutch, and softer tires are the opposite. In 2009, slick tires returned as part of the regulatory revisions for the 2009 season; slicks do not have grooves and give up to 18% more contact with trajectory. In the years of Bridgestone, the green ribbon on the side wall of the softer compound was painted to allow the audience to distinguish which tires the driver used. With Pirelli tires, the text color and ring on the side wall vary with the compound. Generally, two dry compounds brought to the track are separated by at least one specification. This is done by the FIA ​​to create a more real difference between the compound and hopefully add more excitement to the race when the two riders are on different strategies. Exceptions are Monaco GP, Singapore Grand Prix and Hungaroring, where soft and super soft tires are brought, as they are very slow and meandering and require a lot of grip.
Brake
Disc brakes consist of rotor and caliper on each wheel. Carbon composite rotors (introduced by the Brabham team in 1976) were used instead of steel or cast iron due to their superior friction, heat, and anti-warping properties, as well as significant weight savings. These brakes are designed and manufactured to work in extreme temperatures, up to 1,000 degrees Celsius (1800 ° F). The driver can control the distribution of front and rear brake power to compensate for changes in track conditions or fuel loads. The regulation stipulates that this control should be mechanical, not electronic, so it is usually operated by a lever in the cockpit compared to the controls on the steering wheel.
An average F1 car can slow from 100 to 0 km/h (62 to 0 mph) at about 15 meters (48 feet), compared to the 2009 BMW M3, which takes 31 meters (102Ã, ft). When braking from higher speeds, aerodynamic downforce allows exceptional decelerations: 4.5 G to 5.0 G's (44 to 49 m/s 2 ), and up to 5.5 G/i (54 m/s 2 ) on high-speed circuits such as Gilles Villeneuve Circuit (GP Canada) and Autodromo Nazionale Monza (Italian GP). This contrasts with 1.0 G's to 1.5 G's (10 to 15 m/s 2 ) for the best sports car (Bugatti Veyron is claimed to brake at 1.3 g ). An F1 car can brake from 200 km/h (124 mph) to a total stop of just 2.9 seconds, using only 65 meters (213 feet).
Performance
Each F1 car on the grid can move from 0 to 160 km/h (100 mph) and return to 0 in less than five seconds. During a demonstration at the Silverstone circuit in England, a McLaren-Mercedes F1 car driven by David Coulthard gave a pair of Mercedes-Benz street cars with heads ranging from seventy seconds, and was able to beat the car to the finish line from a standing position. start, distance is only 3.2 miles (5.2 km).
As well as fast in a straight line, the F1 car has remarkable cornering abilities. Grand Prix cars can negotiate around the corner at a much higher speed than other racecars because of their strong grip and downforce levels. The cornering speed is so high that the Formula One racer has a strength training routine just for the neck muscles. Former F1 driver Juan Pablo Montoya claimed to be capable of doing 300 repetitions of 50 pounds (23 kg) with his neck.
Combination of light weight (642 kg in trim race for 2013), power (900 bhp with 3.0 V10 L, 780 bhp (582 kW) with 2007 2.4 L V8, 950 bhp with 2,016 L V6 turbo), aerodynamic, and these high performance tires give F1 cars a high performance figure. The main consideration for F1 designers is acceleration , and not just top speed. Three types of acceleration can be considered to assess the performance of the car:
- Longitudinal acceleration (speeding)
- Longitudinal slowing (braking)
- Lateral acceleration (rotate)
Third acceleration must be maximized. The third way this acceleration is obtained and its value is:
Acceleration
The 2016 F1 car has a power-to-weight ratio of 1,400 hp/t (1.05 kW/kg). Theoretically this will allow the car to reach 100 km/h (62 mph) in less than 1 second. But great strength can not be converted into motion at low speed due to traction loss and the usual number is 2.5 seconds to reach 100 km/h (62 mph). After about 130 km/h (80 mph) loses minimal traction because the combined effect of the car moves faster and downforce, thus continuing to accelerate the car at very high levels. The figures are (for 2016 Mercedes W07):
- 0 to 100 km/h (62 mph): 2.4 seconds
- 0 to 200 km/h (124 mph): 4.4 seconds
- 0 to 300 km/h (186 mph): 8.4 seconds
The acceleration figures are usually 1.45 G (14.2 m/s 2 ) up to 200 km/h (124 mph), which means the driver is driven by a seat with an accelerating force 1.45 times of Earth's gravity.
There is also a propulsion system known as kinetic energy recovery system (KERS). This device restores the kinetic energy created by the car's braking process. They store that energy and turn it into a force that can be asked to increase acceleration. KERS typically add 80 hp (60 kW) and weigh 35 kg (77 pounds). There are basically two types of systems: electric and mechanical flywheel. The electrical system uses a motor generator incorporated in a car transmission that converts mechanical energy into electrical energy and vice versa. Once the energy has been utilized, it is stored in battery and released at will. The mechanical system captures the braking energy and uses it to turn a small flywheel that can rotate up to 80,000 rpm. When extra power is needed, the flywheel is connected to the rear wheel of the car. Unlike the electric KERS, the mechanical energy does not change the state and is therefore more efficient. There is one other option available, a hydraulic KERS, where braking energy is used to accumulate hydraulic pressure which is then sent to the wheel when necessary.
Deceleration
Carbon brakes in combination with tire technology and car aerodynamics produce tremendous braking power. The deceleration force under braking is usually 4 G's (39 m/s 2 ), and can be as high as 5-6 G when braking from extreme speed, for example in the Gilles Villeneuve circuit or at Indianapolis. In 2007, Martin Brundle, a former Grand Prix racer, tested the Formula 1 Williams Toyota FW29 car, and stated that under heavy braking he felt like his lungs were hitting the inside of his ribs, forcing him to breathe unknowingly. Here aerodynamic drag is really helpful, and can contribute as much as 1.0 [ G's of braking force, which is equivalent to brakes on most street sports cars. In other words, if the throttle is released, the F1 car will slow down under obstacles at the same rate as most sports cars do with braking, at least at speeds above 250 km/h (160 mph).
There are three companies that produce brakes for Formula One. They are Hitco (based in the US, part of SGL Carbon Group), Brembo in Italy and Carbone Industrie from France. While Hitco produces their own carbon/carbon, their Brembo source from Honeywell, and Carbone Industrie buy their carbon from Messier Bugatti.
Carbon/carbon is the short name for carbon-fiber-reinforced carbon. This means the carbon fiber reinforces the carbon matrix, which is added to the fiber by way of matrix deposition (CVI or CVD) or by resin binding pyrolysis.
F1 brakes are 278 mm (10.9 inches) in diameter and a maximum thickness of 28 mm (1.1 inches). Carbon/carbon brake pads are driven by 6-piston calipers provided by Akebono, AP Racing or Brembo. The callipers are aluminum alloys bodied with titanium pistons. Regulations limit the modulus of the calliper material to 80 GPa to prevent the team from using exotic, high specific stiff materials, eg, beryllium. The titanium pistons save heavily, and also have low thermal conductivity, reducing heat flow into the brake fluid.
Lateral acceleration
The aerodynamic strength of the Formula 1 car can generate as much as three times the weight of the car in downforce. In fact, at a speed of only 130 km/h (81 mph), the downforce is as great as the weight of the car. At low speed, the car can spin at 2.0Ã, G . At 210 km/h (130 mph) the lateral force is 3.0 G , as evidenced by the famous esses (alternately 3 and 4) on the Suzuka circuit. High-speed corners like Blanchimont (Circuit de Spa-Francorchamps) and Copse (Silverstone Circuit) taken above 5.0Ã, G's , and 6.0Ã, G's have been recorded at Corner 130 -R Suzuka. This contrasts with the maximum for high-performance road cars like the Enzo Ferrari of 1.5 G's or Koenigsegg One: 1 above 1.7 G's for Circuit de Spa-Francorchamps.
The large downforce allows the F1 car to angle at a very high speed. For example an extreme cornering speed; Blanchimont and Eau Rouge angles at Spa-Francorchamps are taken on average over 300 km/h (190 mph), whereas spec-racing touring cars can only do so at 150-160 km/h (note that lateral forces increase with the square of the velocity). A newer and perhaps even more extreme example is Turn 8 at the Istanbul Park circuit, a relatively tight corner of 4-apex 190 190, where the car maintains a speed between 265 and 285 km/h (165 and 177 mph) (in 2006). ) and experience between 4.5Ã, G and 5.5Ã, G's for 7 seconds - the longest sustained hardest corners in Formula 1.
Top speed
The peak speed in practice is limited by the longest straight path on the track and by the need to balance the aerodynamic configuration of the car between high straight line speed (low aerodynamic drag) and high cornering speed (high downforce) to achieve the fastest lap time. During the 2006 season, the top speed of Formula 1 cars was slightly above 300 km/h (185 mph) on high-downforce tracks such as Albert Park, Australia, and Sepang, Malaysia. This speed is down about 10 km/h (6 mph) from the speed of 2005, and 15 km/h (9 mph) from 2004 speed, due to recent performance restrictions (see below). In low-downforce circuits, the highest registered speeds: in Gilles-Villeneuve (Canada) 325 km/h (203 mph), in Indianapolis 335 km/h (210 mph), and in Monza (Italy) 360 km/h (225 mph). In testing one month before the 2005 Italian Grand Prix, Juan Pablo Montoya of the McLaren-Mercedes F1 team recorded a top speed record of 372.6 km/h (231.5 mph), officially recognized by the FIA ​​as the fastest pace. was once won by an F1 car, though it was not set during the official approved session during the race weekend. In 2005 Italian GP Kimi RÃÆ'¤ikkÃÆ'¶nen from Mclaren-Mercedes was recorded 370.1 km/h (229.9 mph). The record was broken at the 2016 Mexican Grand Prix by Williams driver Valtteri Bottas, whose top speed in race conditions was 372.54 km/h (231.48 mph). However, although this information is indicated on the FIA's official monitor, the FIA ​​has not received it as an official record. Bottas has previously set an even higher top speed record during qualifying for the 2016 European Grand Prix, recording a speed of 378.035 km/h (234.9 mph), though through the use of drafting slipstream. This highest speed has not been confirmed by the official method as currently the only source of this information is the Williams team's Twitter post, while the official FIA speed trap data measures the Bottas velocity at 366.1 kmh in that example. At that time, Montoya's speed of 372.6 km/h (231.5 mph) was still regarded as an official record, though not set during the sanctions session.
In an effort to reduce speed and improve driver safety, the FIA ​​continues to introduce new rules for F1 constructors since the 1980s.
These rules include banning ideas such as "car wings" (ground effects) in 1983; turbocharger in 1989 (this was reintroduced to 2014); active suspension and ABS in 1994; slick tires (this was reintroduced for 2009); smaller front and rear wings and a reduction in engine capacity from 3.5 to 3.0 liters in 1995; reducing the width of the car from more than 2 meters to about 1.8 meters in 1998; again reducing engine capacity from 3.0 to 2.4 liters in 2006; traction control in 1994, and again in 2008 simultaneously with engine launch and braking controls after electronic assistance was reintroduced in 2001. However, despite this change, constructors continue to extract performance advantages by increasing power and aerodynamic efficiency. As a result, pole position speed in many circuits under comparable weather conditions fell between 1.5 and 3 seconds in 2004 over the time of the previous year. The aerodynamic limitation introduced in 2005 was intended to reduce downforce by about 30%, but most teams managed to reduce this to only 5 to 10% downforce loss. In 2006 the engine power was reduced from 950 to 750 bhp (710 to 560 kW) with a switch from the 3.0L V10, which was used for more than a decade, into the 2.4L V8. Some of these new engines were capable of reaching 20,000 rpm during 2006, although for the 2007 season engine development was frozen and the FIA ​​limited all engines up to 19,000 rpm to improve reliability and control at engine speed improvements.
In 2008, the FIA ​​further strengthened cost-cutting measures by stating that the gearbox will last for 4 Grand Prix weekends, in addition to 2 weekend race engine rules. Furthermore, all teams are required to use the standard ECU provided by MES (McLaren Electronic Systems) made in conjunction with Microsoft. The ECU has placed restrictions on the use of electronic drive devices such as traction control, launch control and engine braking. The emphasis is on reducing costs as well as putting the focus back into the driver's skills as opposed to the so-called 'electronic gizmos' especially controlling the car.
Changes were made for the 2009 season to increase dependence on mechanical grip and create overtaking opportunities - resulting in slicker, wider and lower front wing returns with standard central sections, narrower and higher rear wings, and reversed and made diffuser higher but less efficient in generating downforce. Overall the aerodynamic grip is dramatically reduced by complex supplementary prohibitions such as winglets, bargeboards and other aero devices previously used to direct better airflow above and below the car. Maximum engine speed is reduced to 18,000 rpm to improve reliability further and match the demands of machine life.
Due to increased environmental pressures from lobby groups and the like, many are questioning the relevance of Formula 1 as an innovation force for future technological advances (especially with regard to efficient cars). The FIA ​​has been asked to consider how it can persuade the sport to move to a more environmentally friendly path. Therefore, in addition to the above changes outlined for the 2009 season, the team was invited to build KERS devices, which include several types of regenerative braking systems to be plugged into the car in time for the 2009 season. The system aims to reduce the amount of kinetic energy transformed into heat exhaust in braking, turning it into a useful form (such as electrical energy or energy in a flywheel) to then be fed back through the machine to create a power boost. But unlike a road car system that automatically saves and releases energy, energy is only released when the driver pushes the button and handy up to 6.5 seconds, giving an additional 80 hp (60 kW) and 400 kJ. This effectively mimics the push to pass buttons of the IndyCar and A1GP series. KERS is not seen in the 2010 championship - while technically not banned, FOTA collectively agrees not to use it. Nevertheless make it back for the 2011 season, with all teams except HRT, Virgin and Lotus making use of the device.
The regulation for the 2014 season limits the mass flow of maximum fuel to the engine to 100 kg/h, which reduces the maximum power output from the current 550 kW to about 450 kW. The rule also doubles the electric motor's power limit to 120 kW for acceleration and energy recovery, and increases the maximum amount of energy KERS permits for use up to 4 MJ per lap, with a limited charge of up to 2 MJ per lap. Additional electric motor generator units can be connected to a turbocharger.
See also
- The pitot tube
References
External links
- Official F1 site
- Technical F1
- The F1 Animation Car Guide
- Official Official Technical Analysis Site
- Racecar Engineering Cars
- Racecar Engineering Machine
- Formula1.com
Source of the article : Wikipedia
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