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En primer lugar el análisis: Caterham CT-01
Publicado el 25 de enero 2012

Ahora en su tercer año lo que el equipo Lotus F1 y ahora Caterham han producido su paquete más actual todavía. También en el segundo año de su Alianza con Red Bull y Renault para el suministro de su tren de potencia, habrá inevitables comparaciones de la CT-01 para los coches de sus asociados técnicos. De hecho superficialmente el coche tiene algunas semejanzas con el RB7, pero el coche es sin duda el trabajo del equipo dirigido por el técnico Mike Gascoyne y Mark Smith en Hingham. En caso de que la oferta de Red Bull de la caja de cambios \ hidráulica y el motor de Renault \ paquete de KERS.

Aunque el coche es claramente llevaba 2.011 alas especificaciones paletas, y conductos de los frenos, su evidente el coche es otro paso adelante en términos de diseño para el equipo.

Tres características se destacan como diferentes desde el 2011 T128, la nariz, los pontones y el aro roll.

En primer lugar de la nariz ( de corte a partir de este mes la revista F1Racing ) es el primer ejemplo que hemos visto de la normativa nariz revisada 2012, lo que limita la parte frontal de la nariz a una altura de sólo 55 cm. Sin embargo, el resto de sección elevada que entre monocasco y la cabina se puede 62.5cm de alto, por lo que podemos ver el paso entre estas dos secciones, y esto es en parte suavizado por los camellones "V" la nariz. ( más detalle en el 2012 las reglas nariz )

Los pontones seguir el modelo de Red Bull con pontones delgado disminuyendo a cabo en su base. La forma de botella de Coca Cola más eficiente sin problemas en el carenado de la caja de cambios, ya que no hay salida de enfriamiento de los pontones sí mismos, en lugar de la cola actúa como embudo de las principales salidas, mientras que también parece ser pequeños puntos de venta a ambos lados de la cabina lados.

El centro del buque vemos el todo tipo de hoja de carbono estructura de rollo a partir de 2011 ha desaparecido, reemplazado por un aro de papel más convencional. Con parte de su estructura visible en la forma de los puntales de soporte a la estructura del rodillo. Su probable que esta estructura tiene un poco de metal en su construcción. El uso de la más pesada de metal en la estructura, se ve compensado por la forma de ser estructuralmente más eficiente y, probablemente, de igual peso en comparación con la hoja de carbono todos.

El cono de la nariz es mucho más amplio y profundo que en el año 2011, siendo crear una masa suficiente dentro de la estructura deformable sin dejar de cumplir la "V" en forma de mampara delantera. Un nuevo alerón delantero está en desarrollo, es probable que esto sigue la tendencia de 2011 para un diseño de placa terminal, menos con un ala reunión de tres elementos de la sección central en un perfil curvado. La sección delantera del chasis elevado significa Caterham han conservado su abrupta incluyen la suspensión delantera. Curiosamente, las protuberancias en la nariz, parece una quilla doble invertir y montar la pata delantera de la horquilla superior. Alrededor de la cabina la apertura de sus parecen ser puntos de venta de refrigeración, estos pontones de refrigeración que permite ayudar mucho más delgado. La carrocería de popa de esta zona sobresale hacia fuera un poco y retrocede sin problemas en el motor hasta el embudo de la cola. En el cumplimiento de la normativa 2012 los tubos de escape están metidos en muy bajo y hacia el interior. Los últimos 100 mm obligatoria de gases de escape están cubiertos por carenados formado en la cubierta del motor. A partir de estas imágenes es difícil decir cómo abruptamente los tubos de escape están en un ángulo de. Por lo tanto es difícil saber si el efecto del flujo de escape bajo el alerón trasero.

Como los pontones son tan delgados y no habiendo escapes de bajo nivel, hay una amplia extensión de suelo expuesto. El difusor barre hacia fuera y hay un generoso corte alrededor de las ruedas traseras. La sección central del difusor a menudo se denomina la cola barco está expuesto a la corriente de aire. Lo que sugiere la estructura de impacto trasero se eleva claramente por el suelo. Esto está en contraste con la práctica preferida de los Red Bulls de una estructura de choque trasero bajo. La sección baja probablemente permite el flujo de aire sobre el suelo para pasar por el agujero del motor de arranque para ayudar a flujo de aire que pasa bajo el difusor.
Mediante el uso de la fibra de carbono Red Bull caja de engranajes, la suspensión trasera también es en gran parte de la Red Bull. Por lo tanto, cuenta con barra de tracción para la operación de los muelles y amortiguadores. Sin embargo, la instalación del KERS puede seguir ya sea Red Bulls estilo Pannier instalación de la batería o el más típico en-depósito de combustible de la instalación.

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Car: Red Bull Racing – Renault RB8
Concept
There’s not a lot left to be said about Red Bulls incredible run of pace since 2009. Despite not winning the 2009 championship, the RB5 rewrote the text book on F1 design. Since then, the two subsequent cars have both pioneered new ideas and followed a few others. Each time the car has been ever more dominant. If the team have an achilles heel, then its reliability, split between the; chassis, the engine and KERS. With pace in hand, the team do not need to make bold steps with the cars design, as they need to maintain reliability. With the RB8 taking risks was not on the agenda, the evolutionary car uses detail design and a small few unique features to keep a step ahead on pace.

Layout
With the evolutionary concept, no obvious changes have been made with the cars layout. The retains a steeply raked attitude, Newey mentioned at the launch that the loss of EBDs will affect their ability to angle the car into the nose down attitude. But the evidence of the car on-track suggests that obtaining laptime with a lot of rake is not an issue.

Nose

As with many teams, the nose grabbed most attention when the car was launched. But rather than the shock from the awkward looking 2012 noses, there was curiosity over the letter box slots in the nose. There was one more visible slot on the upper section of nose and one less visible one below it.
Rumours circulate that the upper slot is used for some form of F-duct or (non driver) cooling. In my opinion, it is a simple solution to keep the airflow attached over the step in the nose.
Faced with the 2012 rules, Red Bull took the obvious route of a raised chassis and nose. The car now eschews the “V” shape nose and chassis, so the top of the chassis and nose are flat. With the rules forcing a 75mm step between these two surfaces, the airflow doesn’t want to run along the nose and then step up without separating from the chassis top.


So the team has sought to offset some of problems with this design. Red Bulls solution is to create an aero effect to aid the transition between nose and chassis. This starts with the letterbox inlet, which as Newey explained at the launch is ‘primarily’ for driver cooling. The rules permit one opening to the nosecone for the purposes of driver cooling. Normally this is an oval hole in the tip of the nose. But on the RB8 this is a 25cm wide narrow slot and probably only 5mm or so high. As Newey admits, some of this airflow does pass into the cockpit to cool the driver. But what Newey would probably describe as the secondary effect of the slot, is to allow for the rounded leading edge above the inlet. When airflows runs up the nose it hits this leading edge and curls under it, forming a bubble of recirculating flow. This rotating cylinder of airflow helps to keep the upper airflow aligned and attached to the flat top of the chassis. This is a simple and copyable solution. I believe this would work with or without the slot. As the upper section of nose cone bodywork is largely a cosmetic panel and not part of the crash structure. It could be changed without re-crash testing. Sauber have found a similar solution on their nose.
Below the nose there is yet another slot. This in line with the bottom of the chassis and runs the full width of the nose. While I can offer some explanation for the upper slot, this lower one is more of a mystery. Again its use has been rumoured as KERS cooling or blowing the floor, whatever its function I believe it may have been on the car last year. Although the slot was not externally visible on the 2011 car, when the nose is removed the slot was evident below the front bulkhead (pictured below). Presumably this was fed from the driver cooling inlet, which was placed on the nose tip on the RB7.

Clearly the duct formed is very small, which limits it use. I doubt it’s to cool KERS, as the KERS is mounted towards the rear of the car and the small duct would not adequately cool batteries or the like. Its position does suggest the flow could pass down to the splitter, so some clever use for blowing or loading the splitter could be within the realms of possibility. More likely is the use to cool the electronics or power steering rack, which are sited much closer to the duct and would require a smaller amount of cooling air.


One detail of the RB8 and to an extent with the RB7 was the advantage it takes of the radius that is allowed to be applied to the edges of the chassis. This 25mm radius is rounded over to keep the cross section of the nose as small as possible. Within the minimum 300mm x 275mm rectangle the nose must fit into. The top corners of the chassis are clearly a near 3/4 cylindrical section.

Front wing

In common with their rivals the front wing is a derivative of the 2011 wing. Albeit restructured to meet the newly doubled deflection test. Red Bull were late to the endplate-less wing design. Although they created slot in the endplate over the past few years, it’s relatively recently they upper section of endplate has been added on to the tips of the wings, rather than use a conventional separate endplate.

Behind the wing the turning vanes continue the mid 2011 ‘curled’ design. The vanes hang from below the chassis and are larger this year and sport a split in the middle.

One odd feature visible on the front wing is a small section of removable bodywork in the neutral centre section of wing. I’ve idea of the purpose of the purpose of this panel, perhaps its to access a sensor or allow ballast to be fitted?

Roll hoop

While retaining the same engine and with the general evolutionary theme of the car, the roll hoop area is indistinguishable from the 2011 car. No doubt there are structural changes under the skin, but these aren’t visually apparent or announced by the team.

Sidepods\Cooling

Moving onto the sidepods, the general concept of the sidepod shape is also similar to 2011. Slightly triangular inlets feed the radiators, which are mounted horizontal across the car and tilted upwards towards the front. Their flow passes up and around the heat shielding on the engine\airbox and most of it exits through the tail funnel. In cross section the sidepods retain the outwardly-tapered ‘jelly mould’ appearance, with only the area under the inlet being undercut. Again as with the RB7 the sidepods merge seamlessly into the gearbox fairing.

Exhaust

Traditionally Red Bull have switched their launch exhausts to their Melbourne spec in the last days of testing. It’s been mentioned by the team that there is a new exhaust system coming. This is no doubt partly the reason for the team delaying the last test and having a near private test (shared with Ferrari) on the last day.
The launch spec exhaust places the outlet pipe inboard and relatively low. This bows in line with the plane of the rear upper wishbone. The bodywork over the gearbox and rear crash structure is curved and creates a neat channel for the flow to pass through. This then sees the exhaust plume pass under the beam wing. In this position the heat is affecting the upper wishbone, even at its launch, the car sported heat shielding over the wishbones. During testing this protection has grown, albeit with temporary looking solutions, suggesting the new exhaust system will not blow in this area.

Rear suspension

The RB8 has a high mounted upper rear wishbone, which places its rear leg in line with the beam wing. In keeping with the recent RBx cars, the gearbox sports a tall spine that functions as the wishbone and beam wing mounting. Although this shaping is partly hidden by the way it merges into the tail funnel.


With such a high top wishbone the lower rear wishbone is able to mount higher too. This wishbone is now effectively at the same height as the driveshaft. Not only is it inline, but the wishbone forms an shroud ahead of the driveshaft to offset the negative aerodynamic effect of the rotating shaft, in the critical area above the diffuser (Note: Fully shrouded driveshafts are banned). While this all appears to be logical, the lower wishbone is not a splayed as the upper wishbone. Having the inboard mountings very close to each other is not so good from a loading perspective, so there must be a reason to make the wishbone in such a compromised shape. Again this might suggest the new exhaust needs the wishbone in a certain position to work effectively.
Diffuser\rear impact structure
With the tapered sidepod, the Red Bull encloses the centre of the diffuser inside the gearbox fairing. Other teams leave this exposed beneath the crash structure, to allow flow to pass through and out of the starter motor hole. Last year Red Bull introduced a duct in the floor to send flow directly to the starter motor hole. This year the duct appears to have gone and doesn’t look like it’s been replaced with something. In line with the gearbox and the current exhaust set up, the impact structures forms a spine along part of its length. Once the beam wing is mounted to the spine, the crash structures returns to a normal rectangular cross section and sweeps upwards towards the tail light. This spine format keeps the gearbox and suspension mountings nice and stiff, plus it mounts the beam wing with very little obstruction to it slower surface.

Gearbox
Red bull have used pull rod suspension since 2009 and introduced their carbon fibre gear case in the middle of that year. Keeping the construction and general shape, the gearbox set up appears only have detail revisions over this period.

Aerodynamic features

Every team has exploited the 12cm of space inboard of the rear wheel for aerodynamic bodywork. Red Bull have added particularly large upper vane to the brake ducts this year. Above the top wishbone mounting two large flap can be seen.

The rear wing also exploits a small window that allows bodywork, this makes it possible for Red Bull to fit vanes placed behind the diffuser, to aid the expansion of the flow out of the diffuser.

KERS
It was a bold decision in 2011 for Red Bull to develop their own Battery system for the Renault Marelli KERS. Not wanting to sacrifice wheelbase and fuel tank volume with under-tank mounted batteries, instead Newey mounted the batteries near the gearbox. In fact three batteries packs were fitted, one larger pack either side of the gearbox and a small array inside the top of the gearbox case. Exposed to more heat and vibration the KERS caused problems throughout 2011 and led to the driver having it unavailable at critical points in qualifying and races. I understand the battery positions remain for this year. It was never clear if Red Bull actually had a full power KERS in 2011. The rumours persisted of a Mini-KERS, suggesting the system discharged nearer 40Kw, rather than the maximum allowable 60Kw.

Engine
Announced in mid 2011, Red Bull are now the official ‘factory’ team for Renault. With the success of the team and the Renault F1 team being rebadged to Lotus, This allows Red bull to take a more direct involvement in developing the RS27 engine and the exhaust mappings to maximise what is allowable in the rules.
Posted in 2012 Launches, 2012 Rules, F1 2012, Red Bull RB8 | 8 Replies


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Articulo de Scarbs sobre Mercedes

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Mercedes DRS Duct: How it links to the front wing
Posted on March 24, 2012


It’s now clear the Mercedes DRS-Duct system does in fact feed the front wing to stall the wing for better aero performance. Pictures have emerged showing how the system links the front wing to the rear wing.
Mercedes launched their 2012 car late, by missing out on the first test. It’s not clear if this delay was due to the need to repackage the car around the DRS duct, but clearly the Mercedes car needed some special adaptation to accommodate the car ducts along the car.


The plate attached to the flap uncovers the DRS duct - Copyright MichaelD

As I’ve already reported (http://scarbsf1.wordpress.com/2012/03/14...-wing-drs/) the Mercedes W03 has a unique system linked to the DRS. This uses the opening of the DRS flap on the rear wing to open a duct that sends high pressure air to other parts of the car. It was logical for many people to observe this was similar to the 2010 F-Ducts and stalled the rear wing for greater speed. As I pointed out in my first article on the system, I believe it is the front wing that was receiving this airflow in order to stall the front wing.
We saw from pictures of the Schumacher car in Melbourne, that there are slots under the front wing, this proves the front wing stalls, but not by which method; either the passive nose hole apparently tested last year or the DRS duct.

We can now see from images of the carbon fibre ‘cage’ fitted to the front bulkhead of the Mercedes that two tubes emerge and curve down to feed the flow into the front wing via the nose cone.

However this does not discount the rear wing is also being blown and stalled by the DRS duct, but I have yet to see any evidence of slots in the underside of the rear wing profiles or endplates. AUTOSPORT reported these were seen in testing, so perhaps there remains the chance the system could be used for both wing front and rear.

A complete explanation of why Mercedes use this system is in my first article on the subject.

How does it work?
When the driver has the DRS flap closed on the rear wing, the front and rear wings operate as usual, with no blown effects being used. Both wings create downforce in the usual way.


The DRS-Duct feeds through the hollow endplate towards the beam wing - Copyright MichaelD

When the driver opens DRS, the flap uncovers a pair of openings on the rear wing endplates. A passageway moulded inside the unusually thick endplates, creates a duct that feeds the DRS-duct system. These openings are fed with high pressure air, which has formed on top the rear wing.


Copyright MichaelD

As DRS rear wings use a very short chord flap, the main plane of the wing still has some angle of attack towards its trailing edge. This high pressure region feeds the ducts and each side appears to have its own dedicated duct from rear wing to front wing. There being one left and one right side duct, although it’s possible these ducts are linked to balance the system, left-to-right, as in yaw one duct might not have the same pressure feed as the other.
The endplate ducts flow in a “question mark” shape around the top and front of the endplate towards the beam wing. The airflow then passes inside the beam wing profile to a bulged fairing that directs the ducts forwards under the engine cover.


The beam wing duct leads (where the loose tape is) into two further ducts passing either side of the car Copyright Octanephoto.co.uk

These ducts are clearly visible from rear view shots; indeed in testing we saw one picture of the ducts unconnected to the beam wing. These ducts pass either side of the engine to the rear bulkhead. A clear view of the ducts can been passing from the rear wing to the chassis in this screen shot. http://i19.photobucket.com/albums/b161/r...F-Duct.jpg




Hidden by a white cloth the beam wing duct leads forwards into two ducts passing around the engine (both ducts removed in this picture) Copyright Mercedes AMG

I assume they pass outside the fuel tank area and into the cockpit area, where they then pass along the roof of the footwell to emerge at the front bulkhead. This tortuous routing within the tight confines of the car probably explains why two ducts are used and not one larger duct.


Copyright MichaelD

With the nose cone removed the front bulkhead is visible, like other teams Mercedes fit a carbon fibre moulding to aid refitting the nose accurately and without damaging any parts during rushed pitstops. In Mercedes case the ‘cage’ like moulding mimics the shape of the cosmetic panel fitted atop of the structural element of the nose cone. This cosmetic panel was the dispensation teams were given to fair-in the 75mm nose step. In Mercedes case the part of the nose cone that does the impact absorption is the very rounded and pointed lower section, the upper section probably provides some degree of bracing for the structure, but is not the same thick sandwich construction of the lower nose section.
Hidden behind this carbon fibre cage on the front of the chassis are two ducts, of similar size to those passing through the engine bay (as seen arrowed in this picture http://www.imagebam.com/image/69b972181186007 ). The ducts turn 90-degrees to face downwards. When the nosecone is fitted, these ducts connect with corresponding holes in the nose cone to pressurize the nose and this in turn feeds the airflow down the front wing pylons to the front wing. Underneath the front wing there is a pair of slots. When DRS is open the flow through the ducts blows through these slots and stall the front wing.

For rival teams to replicate this system, they will need to find space to package the ducts inside the footwell area. As we saw in 2010, teams can be very imaginative in creating way to package this sort of solution. But this will take time and may explain some team’s opposition to the legality of the system.

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http://www.gizmodo.co.uk/2012/03/the-wat...1-drivers/



March 25, 2012 - 1:30pmSPORTS
The Watering (and Urination) of F1 Drivers
Craig Scarborough -
At this weekend’s Malaysian Grand Prix, the drivers have an extra battle on their hands: dehydration! In the high-tech world of F1 where millions are spent in using the latest technology to develop the fastest car, their response is surprisingly simple. Each car will be equipped with a drinks system for the driver, no more complex than the humble windscreen washer fitted to your road car.
In the heat and humidity of Malaysia, the driver has a tough environment to work in. Along with the heat generated by the electronics tucked away alongside the driver, the cockpit can reach over 50c degrees. Along with the driver’s physical exertion, while dressed in several layers of fireproof clothing, means they are going sweat, and sweat a lot. The driver loses nearly two kilogrammes of fluid during the race — this along with heat stress can lead to the drivers losing performance and even passing out.

The F1 car drinks system aids the driver to maintain his fluid levels during the race. To deliver this, there is nothing more than a flexible bag of drink attached to the side of the cockpit. To save the driver having to suck the drink up from the bag, it is delivered by a pump. Rather than an expensive titanium-carbon fibre pump, the teams use nothing more extravagant than a road car windscreen washer pump, with the pump linking the fluid bag to the driver’s helmet via a long tube. On the steering wheel, the “drinks” button powers the pump, squirting some of the drink into his mouth. The drivers will call for a squirt of drink most laps when they are on the longer straights.
Even though before the race, the driver is continually topped up with the special hypotonic drink, during the race they will consume around one and a half litres of fluid. No more fluid is needed than that, as the driver only needs to be replacing the fluid they’ve lost. This hydration process starts before the Grand Prix weekend and the driver’s physio will be ever-present with another bottle of drink.
The drink varies from driver to driver, but usually it’s a high-concentration drink, not a refreshing cool watery drink, mostly made from a glucose-based fluid with vitamins and minerals to boost the immune system and stabilise blood chemistry; much like the sachets of minerals you drink after having a bad stomach. In fact, water would be a bad choice of fluid as it’s not as efficient at replacing the body’s fluids as an isotonic drink. Despite the driver needing to keep cool, the drink is not kept cold within the car. The drink soon warms up, and with its sugary and salty taste in the heat, the drink actually resembles warm tea.
Of course, what goes in must come out; it’s not unusual for drivers to head off to “take a leak” before the race. However, some drivers have a preference for sitting in the car for a longer period before the race starts, with several drivers being well known to take their comfort break while actually sat in the car. The puddle of fluid gathering under the car can often catch out the inexperienced mechanic, who thinks it’s come from the car itself. Much to the hilarity of the older mechanics, you can imagine, who ask the youngsters to find out what has caused the leakage from the car.
So while you’re sat watching the race and enjoying a beer, spare a thought for the drivers who are having this unsavoury, warm tea-like drink squirted into their mouth every lap. Give us a cold brewski and a comfortable chair any day of the week.
Image Credit: IB Times
Craig Scarborough is a London-based freelance F1 journalist and illustrator who blogs here and tweets here.
cars, drinks, F1, Formula 1, Formula One, giz uk, hot, malaysia, sports

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Después de haber sido un poco fuera de ritmo en las tres primeras carreras, Red Bull está claro que no tienen la RB8 funcionando como se esperaba. Pole position en Bahrein no prueba sus problemas han terminado, pero el coche tiene un pontón revisado que este fin de semana y esto tal vez ha se ha desbloqueado el potencial en el coche. Los pontones nuevos son una revisión de la versión 2 pontón spec / escape creado. La especificación de Bahrein simplifica el pontón lateral, eliminando el túnel de cruce complejo de debajo de la rampa de escape.

Versiones de escape

Pontón Version1

En los coches en marcha las características de un tubo de escape RB8 Version1 una sencilla configuración, destinado a ser una solución benigna para obtener la mayor parte de las pruebas fuera del camino, sin la interferencia de cuestiones complejas de escape. Luego, más tarde en la prueba de la atención podría cambiar al mayor rendimiento potencial que ofrece el V2 establecido. El V1 establecido colocado el tubo de escape en el tablero y hacia atrás, que sopla bajo el brazo oscilante transversal superior trasero. El flujo de escape sopló a lo largo de la cola de la carrocería y bajo el ala del haz. A pesar de las sugerencias en el momento en que este lugar era una suspensión de escape novela de soplado en marcha; la solución nunca fue pensado para uso de la raza.

Pontón versión 2


Luego, el Día 11 del calendario de pruebas de 12 días de pretemporada, el pontón lateral V2 \ escape apareció. Una solución más compleja que cualquiera de los McLaren o Sauber establecido, el pontón lateral dirigido tanto a flujo directo del escape en el difusor y los pontones ruta de socavar el flujo hacia el centro del difusor. Para ello, el pontón lateral tenía una posición de escape más fuera de borda y hacia atrás.

Los golpes de escape hacia abajo de la cola del pontón lateral, sobre una rampa hecha para tratar de conectar el flujo de escape a la carrocería a través de un efecto Coanda para dirigirla en la separación correcta entre la rueda trasera y el difusor. Se trata de la misma zona los equipos apuntaron sus tubos de escape directamente en el año pasado. Esta zona ayuda a tanto el sello del difusor de flujo de soplado lateral de los neumáticos traseros y también el flujo de masa mayor de la pluma de escape crea un mayor flujo a través del difusor, con efectos tanto la adición de carga aerodinámica. Esta solución sigue la misma ruta que el muy aplaudido solución de Sauber. Aunque los dos sistemas se han desarrollado en paralelo y RBR no copiar el Sauber después de verlo lanzar. El RB8 siempre fue planeado para ejecutar el conjunto de V2 para arriba.

V2: se crea un túnel debajo de la carrocería de rampa de escape (amarillo)

...

V2: Flujo de los pasos rebajados sidepod a través del túnel (amarillo)

Para mantener el flujo de aire que pasa sobre la parte superior y el centro del difusor, los equipos de dirigir el flujo de movimiento rápido de los pontones subcotizaban a esta área. En el caso de Red Bulls, el camino de este flujo se ve obstaculizado por la rampa de escape y la pluma. Para superar este Red Bull han creado simplemente un túnel para el aire a pasar por debajo de la rampa de escape y remerge hacia el centro del difusor. Esta solución parece que es el objetivo principal fue para dirigir el flujo en el orificio de arranque del motor, una zona explotada por los conductos en el 2011 RB7. La mayor flujo de aire que pasa en el orificio de motor de arranque, hace que el acto agujero como una ranura soplado, haciendo que el flujo de aire hacia arriba y mejor bajo la sección media del difusor para más carga aerodinámica. La creación de un efecto cruzado es algo así como McLaren abombada carenado de escape, que permiten tanto el gas de escape que se dirige hacia abajo hasta el borde del difusor por el flujo descendente sobre el pontón lateral, sino que también crea un canal debajo de la protuberancia de escape para permitir el flujo de entalladura para alcanzar el centro del difusor.
Por lo que parece suelo de Toros V2 Red sacar el mejor partido de la solución de Sauber Coanda y la solución de McLaren rebajada.

¿Cuáles son los problemas?
Sin embargo, este túnel se ve comprometida por las reglas del área post-2009. Carrocería pontón lateral de 50 mm por encima del suelo (en realidad 100 mm por encima del plano de referencia) debe cumplir con las regulaciones de radio tangencial y mínima. Esto significa túnel de Red Bulls se limita a algo menos de 50 mm de altura, con un borde superior afilado.


Parece que es el túnel de cruce en el pontón lateral V2 que es un problema con el coche. Pruebas recientes flowviz en los entrenamientos libres se centraron específicamente en el túnel, así como las pruebas con una serie de sensores aero finales del difusor en Bahrein. También desde dentro me dice que el Red Bulls de motor de arranque no puede ser la creación de acelerar el flujo de aire en la sección empinada medio de difusor que estaba previsto. En cambio, el agujero de arranque funciona mejor cuando se bloqueó. Tal vez este túnel de cruce no está fluyendo correctamente al centro del difusor y la alteración de la exactitud del flujo de escape hacia el neumático \ intersección difusor.
Si el flujo de escape no puede alcanzar el neumático \ brecha de difusor de precisión o tal vez lo más importante siempre, el conductor tendrá un coche que sensible a la posición del acelerador.
Red Bull ha sido acusado de haber asignaciones inteligentes del motor, reduciendo de cuatro cilindros en las aberturas más grandes del acelerador a bajas revoluciones. Esto podría tener el efecto de una entrega de potencia más suave para una mejor tracción, de mayor caudal de escape para más carga aerodinámica a bajas revoluciones. Red Bull y Renault todavía pueden encontrar maneras de obtener rendimiento de las asignaciones de escape y estos mapas han sido investigados de la FIA y se demostró que dentro de las regulaciones.
Con varias cuestiones alrededor de la forma en que afecta el manejo de escape coches, Red Bull en China, dijo que el pontón lateral V2 fue la solución potencialmente mejor, pero el conjunto de V1 a Vettel dio más confianza. Horner admitió que era posible obtener el rendimiento de la V2 con la sensación de la V1. En Bahrein, parece que esto es lo que ha hecho EE.

Pontón Versión 2.1

V2.1: Sin el flujo de escape del túnel puede pasar sin interferencia con el difusor

Estos problemas pueden explicar la actualización de Bahrein pontón. Este nuevo conjunto pontón lateral hasta que parece ser una reanudación del pontón V2, la mayor parte de la forma sigue siendo el mismo y el tubo de escape parece estar en la misma posición. Así que parece que los moldes se han alterado para cerrar el cruce del túnel a crear un pontón V2.1.
Con el túnel cerrado de las cuestiones que complican el tubo de escape y el flujo del motor de arranque hoyos han sido aclarados. Sin embargo, todavía sigue siendo un problema con cómo el flujo entalladura sidepod alcanza el resto del difusor. Sauber parece manejar esto, pero todavía puede haber algo de rendimiento potencial de flujo de aire que se pierde con esta configuración. Aunque el efecto global de un escape dirigida de forma precisa en el neumático \ brecha difusor puede ser una ganancia mayor que dicha pérdida.
Sin embargo, con el túnel ido existe una ruta menos complejo para el escape para alcanzar el difusor. Con el flujo de escape mejor gestión de los efectos de escape prevista será más consistente que resulta en una mejor sensación para el conductor en las posiciones del acelerador y actitudes diferentes de automóviles.

V2.1: Las ranuras en el piso de aumentar la efectividad en el sellado del difusor

Es de destacar que Red Bull también han reintroducido las ranuras en el piso delante de las ruedas traseras, éstas no se han visto desde hace un par de años, su función consiste en inyectar un poco de flujo de aire de mayor energía en el espacio entre el neumático y la difusa. Esto, al igual que el difusor de escape fundido, compensa la sidewash (conocido como 'Squirt'), creado por los neumáticos traseros que inciden en el difusor. De nuevo, esto va a toda resultar en una mayor carga aerodinámica trasera.

Si esta es la primera solución para los problemas de los Red Bulls, entonces será interesante ver cómo el equipo de desarrollo del pontón lateral V2.1. Tal vez el túnel volverá a aparecer en forma revisada o una solución al estilo McLaren intentó ser.

[maripi]

http://scarbsf1.wordpress.com/2012/05/04...st-review/

joined Peter windsor via phone to review the changes to the cars at the end of the second day of testing. My section commences at 49 minutes, although I suggest you enjoy watching the entire episode.

Summary

As Formula 1 runs its first in-season test in the Pirelli era, we are delighted to be joined live on-line by Paul Hembery, Director of Motorsport for Pirelli. No stranger to The Flying Lap – or to New Media – Paul is respected up and down the pit lane not only for his knowledge and managerial skill but also for his obvious passion for the sport. We’ll be talking to Paul about the season so far and about one of the key characteristics of the first four races – the relatively small “operating window” of the Pirelli compound combinations; and we’ll be looking at all the latest trends from the Mugello test, where most of the F1 teams and top drivers are running. We also spoke to Sahara Force India’s Nico Hulkenberg shortly before he left home for Day Three in Mugello. Nico reflects on his first four races with the team, the current standing of the VJM05-Mercedes and his prospects in the upcoming Spanish and Monaco Grands Prix. Our third guest, also joining us on-line, is Davide Valsecchi, the talented young Italian driver who has just made history by winning three GP2 races in a row.