System 1 represents the largest surplus in the racing grip segment compared to other racing series. Racing grip is divided into two essential segments: aerodynamic and mechanical grip.
As the word itself implies, and each of us lay it out, the aerodynamic grip represents the pressure of the air on the race car, which is transformed into a vacuum by the race car. Unfortunately, in Formula 1, things are drastically complicated, as teams explore this kind of science extinguish its extremes. In recent decades, teams have invested not only millions, but also billions of resources, in getting the most out of racing. The teams have thus invested their money in large air tunnels to test the size of a racing car 52% real race car. In recent years, however, due to the lack of testing and, consequently, testing the performance of the full-size racing car and in the natural environment, they have invested heavily in the virtual world. Thus, the dynamics of development have been taken over by computerized CFD simulations, which in recent years have been quite well defined by the FIA. Teams have pretty much defined which processors they can use, which motherboards, and how many hours and calculations they can make.
The aerodynamic grip on the racer starts active somewhere at 60 or 64 km / h at speeds between 120 and 80 km / h, however, the Formula 1 racer is already losing its weight and aerodynamics are having a crucial effect on the speed of the racer; whether on a plane or a bend. Formula 1 racetrack lanes generally do not have long planes, so teams spend a lot of their time and resources driving the racetrack through corners. This is where we get the extinguish of the first sensitive topics in aerodynamic grip, namely the driving performance of the car at high curves.
The first major “grief” that Formula One engineers face in making aerodynamics of a Formula 1 racer is the CofP (Heart of Tension) factor. The engineers in this work try to balance the pressure and the air flow through the race car as aerodynamically as possible. The miscalculated factor will be reflected in the drastic pre / understeer of the racer through quick turns, though mechanically it may have no problem.
The next major challenge for engineers is to create a downstream power called the “downforce”. In the past, things weren't so complicated, as the powertrains of the racers were so powerful (or there were no significant differences between them) that the teams pursued only the highest “downforce” of the calculation. Today, things are much more complicated because, for example, if the engine produces too much underpressure and is driven by too weak an engine (in the face of competition), the engine is not fast because the engine pushes the engine through too much air pressure.
Let's take a look at some basic ideas for how airflow through a race car flows into the rear of a race car:
The first meet the air is the front wings and nose of the race car. The size of the front wing is determined by the rules of Formula 1, the same applies to the nose. The pattern of recent years is a low nose ( to prevent such accidents ) and front wings that are limited in width and rigidity. Namely, the wing should not bend too much because if it did, the team would be very fast due to the active aerodynamics , gained a second or two – per round. This is why the FIA performs very rigorous checks with the weights used to load the wings when the racer checks. However, engineers often bypass these rules and nevertheless see bending front wings at high speeds on TV screens, even though the teams do test at the FIA. System 1 knows no doping in sports terms, but if you can compare this sport to other sports, you might say that Formula One's biggest gray zone is just exploring the stiffness of the wings on a Formula One racer.
The front wings and nose determine the way the air passes through the race car and are therefore key parts of the race, updated by teams several times a year. For a better understanding, we will borrow Ferrari's front wing analysis of the year 2011:
The Formula One racer faces several challenges. One grief is, as stated before, that its shape is determined by the rules and the other that it is not very aerodynamically friendly. Therefore, engineers need to think carefully about how much clean air they will put under the race car and from there through the wings of the center of the race car to the rear, where most of the pressure is collected. It is also very important to think about what they will do with the air and how much interference with this part is allowed by the rules, which change a lot every year.
Nevertheless, in recent years, teams with various notches in the front wings (# 7 in the picture) have begun to associate the twirling air traveling by the race car with clean, directional air. Thus, again in recent years, the front wing has proven to be a key part of creating these. “Y 250 vortex ”vortex. For better understanding, I recommend at least three (excellent) videos:
- Basics of aerodynamics
- Turbulence , resistances and eddies
- Slots, diffusers, side section and S-duct
It is also necessary to understand the context of development, as the rules change from year to year and what is popular today, it may soon disappear from Formula One racing. The reverse is also true, things are quickly backtracking, and the melody of changing parts, along with the development caused by the development and rules on Formula One racing, is consequently exceptional from season to season.
Another important part of getting under pressure is the passage of air through the front wings into the nose of the race car, which then moves the air above the race car. For the season 2019 drastic changes happened in this part of the front fender
We don't have to go far beyond the racetrack to get the extinguish of the next aerodynamic part that helps direct the airflow down the racetrack. These are the front brake vents, which together with the front axle, attempt to introduce as much rotated air as possible, which is then sought to be included in the process of extracting:
This solution offers another great bonus in the form of brake cooling. The downside to this kind of solution is that the tire tightening guns have become very complex, which is often felt Many teams change their tires during the race . This is where the Williams team landed their cup, consciously renouncing this air intake system into the front axle of the race car. As a result, they have built a very stable and fast tire change system, so in recent years
virtually unbeatable in speed of stops during the race .
What they create and direct the front wings and nose of the racehorse then meets you. “Bargeboard” wings are located in the middle of the race car. These wings directly distribute the air through the racecar forward: some of it is also for cooling purposes, and most are driven towards the rear of the racecar.
In recent years, Formula One teams have been pursuing the goal of keeping the rear of the racing car as small or as tight as possible. This is how they appear around the backs of dimension zero or Coke bottle racers, etc.
The more air comes into the rear wings, the greater the thrust to the floor and the better the grip. At this stage, the bottom of the race car also turns out to be very important, as engineers also try to draw as much air as possible from this side. Formula One racing is said to be extinguish % of total underpressure, with everything else taken care of by the bottom
However, the narrower rear of the racecar is also known in the other mechanical parts of the racecar in the area, which are often of a shape adapted solely to aerodynamics. Consequently, the size of a modern Formula One racing gearbox is, as a result, extremely small, with its 500 Components do not exceed 25 kg heavier. The suspension of the race car is often highly adapted to the aerodynamic shape of the race car, and engine interventions are not uncommon.
So, now we have at least a rough idea of how the air is flowing through the Formula One racing car and where the pattern of getting pressure in recent years is. The latter is essentially related to Formula 1 rules.
The mechanical grip of a Formula One racer is not as significant, as there are not many lanes where extinguish expressions would occur. However, it takes care of the driveability of the race car in low-speed bends or rain, where the grip of the race is created primarily by suspension. There have been two types of suspension in Formula 1 throughout history: Pull-rod and push-rod .
No suspension is better, it is just a type or a method of mounting in a race car, which is in the basic subordinate to the aerodynamic design of the race car. In general, pull-rod provides a lower center of gravity for the racer, which is favorable for the racer but may in turn disrupt airflow. The reverse grief has a “push-rod” system, which, in addition, faces higher loading forces. Heavy debates on the World Wide Web often speak of the effectiveness of one system or another, and the pattern of the modern racing car is that it often uses one type of clamp in the front and another type of clamp in the back. Teams can also switch from system to system over the years, as mentioned before, but everything adjusts to the aerodynamics of the race car.
It is often thought that if a team develops a new aerodynamic or mechanical part that other teams can easily copy. I hope you find that the operation of a Formula One racer is too complicated to make it so easy. Most important is the concept of the race car, and there are quite a few of them in Formula One.
It is undisputed that, in modern history, System 1 has a man who understands aerodynamics better than the rest. His name is Adrian Newey . Without a doubt, Adrian has already made a big mark with his work in Formula One, as he is by far the most deserving of all four Red Bull titles over the years 2010 and 2010 . Not only that, he also made headlines with McLarn and Williams, which changed engine sounds and changed aerodynamic rules.
James Allison, who does not shine in aerodynamics just like Newey, is almost equally valued at the moment, but racing under his hands is always excellent driving and transitions nicely from mechanical to aerodynamic grip, with engines never overheating (some which could not be argued for the radical Newey). He also gets high marks because he always leaves his students free to work under his wing. That's right 2011 in F1, under his wing, came up with one of the craziest ideas when
Lotus Renault R 10 implemented the exhaust pipe so that it was bypassed by the racer. When the engine was blown into the rear diffuser, the racing car offered a truly exceptional sound. He also made excellent chassis in recent times James Key , which crowned his arrival at McLaren for the year 2019.
The big seal in Formula One was also left by Aldo Costa (title with Ferrari and MB), Gordon Murray (Brabham “fan vehicle”), Patrick Head (titles with Williams), Rory Byrne (chief designer at Ferrari in the Michael Schumacher years), Colin Chapman ( floor effect ), John Barnard (carbon chassis), John Cooper (racecar engine layout) and more.