07-11-2012, 15:20
Y a mas sitios:
" Since Singapore I've been pondering the re-design of the RB8's Nose / Front Wing and we have seen the fluttering that occurs when the RB8 rides the Kerbs. It's widely believed that Red Bull simply emulated McLaren with their titlting Wing that arches backwards under speed in order to relieve the Front Wing of some drag.
The damage caused to Sebastian's Front Wing however firmly put it under the spotlight as many paid attention to the movement of the Wing under load. If we firstly pay attention to the .GIF below of Mark Webber's car as it rides the kerb's we can see that not only the Wing elements move but the whole frontal section is oscilating (Pay attention to the pylon on the right of the picture). The design of the Nose, Pylons and Mainplane allow for movement not only up and down but also side to side.
This image affirms my original thoughts behind the design of the Nose/Front Wing with Red Bull possibly replicating a Mass Damper type effect. The Mass Damper used in 05 season was banned just as other teams started to chase development of the then Renault teams design. The Mass Damper was installed in the nosecone in order to reduce Tyre bounce and retrieve an area of Contact Patch lost as the tyre bounces under load. Ferrari found that they were unable to effectively replicate Renaults advantage in 05/06 due to their differing uses of the Michelin & Bridgestone tyres respectively. Red Bull were also Michelin shod during that time frame and are believed to have also looked into implementing their own Mass Damper. This would give Red Bull some experience in which to work from. In terms of the original Mass Damper it was believed that the resonance could be tested with the 7 post rig used back in the factory and so testing a flexible Nose could be relatively simple.
Moving back to current rules and Red Bull it's more than plausible that Red Bull would look to re-invent a form of mass damping to assist in the tyre process. Having a mass damper on board a Pirelli Shod car may help the front tyres heat up quicker, whilst staying in an operating window for longer with less degradation. This will happen as the tyre moves around less due to stability being increased. In terms of an aerodynamic platform utilising the Nose/Front Wing in this way should allow for the rest of the car to stay more stable making the aerodymanic platform more consistent. With the loss of EBD this season having a more stable platform would also enhance any effect the exhaust plume has, giving a more consistent result and a net downforce gain.
The .GIF below shows when Sebastian took his pitstop under the first Safety Car from this we can gather that the frontal area of the Nosecone is plyable and prone to flexing. I do feel that the effect shown here with the mechanic manipulating the nose could be exaggerated over it's normal performance by the damage sustained by hitting the DRS board and was probably the catalyst for Sebastian's pitstop rather than the damaged Wing flap on the right side. The nosecone being flexible allows the Nose/Wing to dive as the suspension travels up and when the suspension dives the Nose/Wing rises. The weight of the Wing is sufficient enough to act on the pylons which in turn motion on the Nose itself and provide the necessary tyre damping. The Weight (0.6KG's each) and positioning of the Camera's are critical in the whole process providing the distribution to the rest of the Wing along with the Aero characteristics provided by the units in this position rather than between the central pylons. Many teams are pushing the boundaries of Aero Elasticity and this is a prime example of such an effect, the Nose/Front Wing on the Red Bull will not only be providing better stability during cornering (dampened effect) but provide a more co-efficient aero platform as the Wing tilts under load shedding drag.
What is for certain is this is all totally legal under the current regulations as the load tests apply in an area unaffected by the elasticity. I expect the other teams will be querying the RB8's design once again with the FIA but it may take much longer than the last two races of the season to decide how to re-design the flexibility tests in order to outlaw it's use.
All in all I think that it was a great drive by Sebastian to get on the podium having started from the back of the grid but could Red Bull have shown us their hand being too eager to grind a result at the end of a hard fought season?""
ORIGINAL:
http://somersf1.blogspot.co.uk/2012/11/a...-fall.html
" Since Singapore I've been pondering the re-design of the RB8's Nose / Front Wing and we have seen the fluttering that occurs when the RB8 rides the Kerbs. It's widely believed that Red Bull simply emulated McLaren with their titlting Wing that arches backwards under speed in order to relieve the Front Wing of some drag.
The damage caused to Sebastian's Front Wing however firmly put it under the spotlight as many paid attention to the movement of the Wing under load. If we firstly pay attention to the .GIF below of Mark Webber's car as it rides the kerb's we can see that not only the Wing elements move but the whole frontal section is oscilating (Pay attention to the pylon on the right of the picture). The design of the Nose, Pylons and Mainplane allow for movement not only up and down but also side to side.
This image affirms my original thoughts behind the design of the Nose/Front Wing with Red Bull possibly replicating a Mass Damper type effect. The Mass Damper used in 05 season was banned just as other teams started to chase development of the then Renault teams design. The Mass Damper was installed in the nosecone in order to reduce Tyre bounce and retrieve an area of Contact Patch lost as the tyre bounces under load. Ferrari found that they were unable to effectively replicate Renaults advantage in 05/06 due to their differing uses of the Michelin & Bridgestone tyres respectively. Red Bull were also Michelin shod during that time frame and are believed to have also looked into implementing their own Mass Damper. This would give Red Bull some experience in which to work from. In terms of the original Mass Damper it was believed that the resonance could be tested with the 7 post rig used back in the factory and so testing a flexible Nose could be relatively simple.
Moving back to current rules and Red Bull it's more than plausible that Red Bull would look to re-invent a form of mass damping to assist in the tyre process. Having a mass damper on board a Pirelli Shod car may help the front tyres heat up quicker, whilst staying in an operating window for longer with less degradation. This will happen as the tyre moves around less due to stability being increased. In terms of an aerodynamic platform utilising the Nose/Front Wing in this way should allow for the rest of the car to stay more stable making the aerodymanic platform more consistent. With the loss of EBD this season having a more stable platform would also enhance any effect the exhaust plume has, giving a more consistent result and a net downforce gain.
The .GIF below shows when Sebastian took his pitstop under the first Safety Car from this we can gather that the frontal area of the Nosecone is plyable and prone to flexing. I do feel that the effect shown here with the mechanic manipulating the nose could be exaggerated over it's normal performance by the damage sustained by hitting the DRS board and was probably the catalyst for Sebastian's pitstop rather than the damaged Wing flap on the right side. The nosecone being flexible allows the Nose/Wing to dive as the suspension travels up and when the suspension dives the Nose/Wing rises. The weight of the Wing is sufficient enough to act on the pylons which in turn motion on the Nose itself and provide the necessary tyre damping. The Weight (0.6KG's each) and positioning of the Camera's are critical in the whole process providing the distribution to the rest of the Wing along with the Aero characteristics provided by the units in this position rather than between the central pylons. Many teams are pushing the boundaries of Aero Elasticity and this is a prime example of such an effect, the Nose/Front Wing on the Red Bull will not only be providing better stability during cornering (dampened effect) but provide a more co-efficient aero platform as the Wing tilts under load shedding drag.
What is for certain is this is all totally legal under the current regulations as the load tests apply in an area unaffected by the elasticity. I expect the other teams will be querying the RB8's design once again with the FIA but it may take much longer than the last two races of the season to decide how to re-design the flexibility tests in order to outlaw it's use.
All in all I think that it was a great drive by Sebastian to get on the podium having started from the back of the grid but could Red Bull have shown us their hand being too eager to grind a result at the end of a hard fought season?""
ORIGINAL:
http://somersf1.blogspot.co.uk/2012/11/a...-fall.html
¿Tres campeonatos?
El problema es que entonces querré conseguir otro, y otro y otro... La ambición es imparable, infinita.
Fernando Alonso
El problema es que entonces querré conseguir otro, y otro y otro... La ambición es imparable, infinita.
Fernando Alonso