Puls forum

Pa da, i šta sam ja krivo napisala u prvom postu onda?

Evo sam pobro neki penal zbog tebe...

Gori sudci nego u F1...

Bilo bi mi zanimljivo vidjeti takmićenje biturba i PU kakav je danas no 2017ta je blizu a s njom i promjene u nekom smjeru,ko če ga znat kojem

Da je to baš tako kako ti govoriš, onda bi u WEC prvenstvu prototipova klase LMP1 i dan danas gledali biturba. Oni nisu ograničeni pravilima na jedan turbo. Samo bi htio naglasiti da je LMP1 klasa kraljica prototipova, puno bolja aerodimamički od Formule 1. Pobjednik ovogodišne utrke u Spa, a i mnogih drugih, mnogogodišnji prvak LMP1 klase, Audi, sa modelom Audi R18 e-tron quattro prešao je sa biturba koji je imao u prijašnjem Audiju R15 TDI na single turbo konfiguraciju. Također je i Peugeot 908 HDi FAP ukinuo biturbo i prešao na single.
Ovogodišnji pobjednik, a i drugo i treće plasirani imaju sigle turbo konfiguraciju.
1. Marcel FÄSSLER, André LOTTERER, Benoît TRÉLUYER u Audiju R18 e-tron quattro
2. Timo BERNHARD, Mark WEBBER, Brendon HARTLEY u Porscheu 919 Hybrid
3. Alexander WURZ, Stéphane SARRAZIN, Mike CONWAY u Toyoti TS 040 - Hybrid

Audi je dakle sa biturba prešao na single turbo sa hybridnim pogonom (dodatni MGU-K na zadnje kotače). Porsche i Toyota nisu niti razmišljali o biturbu nego su odmah krenuli sa single konfiguracijom + hibridni pogon kao na Formuli 1 ali sa večim kapacitetom baterija. Toyota ima front engine front-wheel drive + elektro motore na zadnjim kotačima.
E sada, da je to što ti predlažeš toliko dobro, ne vjerujem da kompanije koje ulažu 100-tine miliona eura samo da bi pobjedile, preskočile razmišljati ili odustale od biturba. A ponavljam, u klasi LMP1 nema ograničenja u broju turbina.

BTW, za one koji vole statistiku, usporedimo rezultate ovogodišnjih utrka Formule 1 i LMP1 u Spa.

- WEC 6 HOURS OF SPA-FRANCORCHAMPS 2015, održana 2. Svibnja
Pobjednik je Audi R18 e-tron quattro sa posadom Marcel FÄSSLER, André LOTTERER i Benoît TRÉLUYER sa najboljim wremenom kruga 1'57.996.
Najbolji krug u kvalifikacijama je postigao Porsche 919 Hybrid sa posadom Timo BERNHARD, Mark WEBBER i Brendon HARTLEY sa najboljim prosječnim vremenom 1'54.767 (Timo BERNHARD - 1:54.779, Mark WEBBER - 1:54.755)

- 2015 Belgian Grand Prix - Formula One World Championship Circuit de Spa-Francorchamps
Pobjednik je L. HAMILTON sa najboljim vremenom kruga u utrci 1:52.504. Njegov kvalifikacijski krug je bio 1:47.197

Ako gledamo na primjer prošlogodišnje utrke u Silverstoneu možemo vidjeti veliku razliku. Nabrži krug utrke Formule 1 imao je Nico Rosberg: 1:50.511. Najsporiji "osobni najbrži krug" imao je Jules Bianchi: 1:56.347. U isto vrijeme nabrži krug utrke prototipova u klasi LMP1 imao je Brendon Hartley: 1:57.972.

Prosječni krug utrke:
F1
Pobjednik utrke - Ricciardo: 1:55.376
LMP1
Pobjednik utrke - Audi No7: 2:03.119

Deficit prema brzini F1: +7.743s

I za kraj, usporedba brzine Caterhama CT05 i Toyote TS040
[youtube]https://www.youtube.com/watch?v=AzZBpitaIIM[/youtube]

Lady je napisao/la:
Zar nema MGU-H osim ovog šta si gore opisao i zadaću da ostatak viška topline skupljenih od ispušnih plinova pretvara u električnu energiju koju onda usmjerava direktno prema MGU-K i na taj način pokreće samu osovinu?

Možda sam te ja krivo skužio! Mislio sam da pitaš dali MGU-H pretvara toplinu u struju. Ako je to bilo pitanje onda ne, ne pretvara toplinu u struju nego kinetičku energiju ispušnih plinova pretvara u struju.

@SEAS,
Onda mi objasni ovo: 3 različita izvora:
MGU-H (where the ‘h’ stands for heat)is an energy recovery system connected to the turbocharger of the engine and converts heat energy from exhaust gases into electrical energy. The energy can then be used to power the MGU-K (and thus returned to the drivetrain) or be retained in the ES for subsequent use. Unlike the MGU-K which is limited to recovering 2MJ of energy per lap, the MGU-H is unlimited. The MGU-H also controls the speed of the turbo, speeding it up (to prevent turbo lag) or slowing it down in place of a more traditional wastegate.

Prva dva navoda su jasna.
Treći navod:
To je ono šta sam reko prije. Niti FIA koja bi trebala biti ta koja će fanovima sve ljepo objasniti, ne objasni kako treba. Po tome bi objašnjenju izgledalo kako postoji neki specijalni uređaj ili konverter koji temperaturu kao takvu pretvara u struju. To jednostavno nije tako. Kinetička energija ispušnih plinova je ta koja se pretvara u struju. Što se tiče samog uređaja (MGU-H) mogao bi biti i hladni zrak pod dovoljnim tlakom da zavrti turbinu a generator proizvede struju. Potpuno krivo objašnjenje od strane FIA-e.
Što se tiče toka struje kroz sistem, koji dio sistema šalje struju gdje i koliko, može se vidjeti na dijagramu koji sam postao ranije.

@SEAS,

Mislim da se nas dvoje nismo baš razumijeli. Ja sam shvatila iz tvog posta da MGU-H služi samo za kompresor, odnosno turbinu. To si vrlo lijepo objasnio, međutim nisi uopće napomenuo kako višak energije može MGU-H usmjerit prema MGU-K koji tada pokreće osovinu.
Jer mnogi misle da se onih 160ks od ERS-a dobiva isključivo kada MGU-K skupi višak energije dobivene od kočenja i kad taj isti MGU-K onda na taj način pokrene osovinu.
Razlika je i u tome šta je MGU-K limitiran na 2 MJ po krugu, dok MGU-H ima neograničeno skupljanje i slanje prema MGU-K. Ovo je jako bitno jer navodno upravo taj sistem je i najjači kod Mercedesa, odnosno, baš ta istovremena iskorištenost MGU-H prema kompresoru i prema MGU-K.
Isto tako je netko negdje spomenuo kako McLaren Hondi treba 2 kruga da sakupi energiju. To je vjerovatno posljedica lošeg MGU-H koji ne može istovremeno zavrtit kompresor i slat višak energije prema MGU-K. Zato im i treba 1 ili 2 kruga da opet vrate snagu jer su ograničeni na onih 2MJ po krugu koje dobivaju samo iz MGU-K.

AHAAAAA! tu je problem!
Ja sam u tom postu pisao više o MGU-H jer sam htio objasniti Montiyu kako stvar nije krumpir, odnosno moje mišljenje o tome .
Ipak, to što ti govoriš objašnjeno je u slici koju sam postao sa mojih stranica u istom postu.

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Na slici se vide dozvoljeni tokovi energije, pa i oni iz i u MGU-H.
Znači, MGU-H ima neograničen tok energije u svim smjerovima.
MGU-K može dati/proizvesti 2MJ po krugu, a primiti 4MJ po krugu iz ES-a (baterija), ali može dati ili primiti 120KW (160,9 konja) iz ICE (motora), ili dati isto toliko u pomoćne djelove motora (bilo šta osim ICE, naprimjer razne pumpe, brisači, sirena itd... )

Mercedes i Ferrari su jaki u harvestingu (sakupljanju energije). Oba PU-a to rade izuzetno dobro i neznam koji je bolji.
Renaultov je prema informacijama koje sam dobio isto jako dobar, možda malo iza ova dva, ali njima je problem to što se sve skupa jako kvari. ICE je njihov najveći problem.
A honda ima problema na svim područjima. ICE je slabašan sam po sebi, a ERS je još gori, kako si i sama objasnila.

Kako to izgleda kada se testiraju kočnice za F1.

[youtube]https://www.youtube.com/watch?v=UWra93NkrHU[/youtube]

Matt Somers se pita dali je za sljedeću godinu dovođenje ispuha westgatea u biti ponovni dolazak DRD-a.

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Za one koji neznaju, ispuh iz westgatea dovodi se iza kako bi poglasnio zvuk F1, no Somers tvrdi kako bi to moglo značiti iskorištavanje aktivnog DRD-a (blown rear wing):

In theory: Blown rear wing (Active-DRD)
https://twitter.com/ScarbsF1/status/654585835283722240 ..na tehničkom forumu je velika debata oko tog pitanja:
New tailpipe regulations (exit holes and loopholes)

GEARBOX & HYDRAULICS – F1 PARTNERS FOR LIFE?

20 OCTOBER, 2015 BY CRAIG SCARBOROUGH

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TECHNOLOGY

As the relationship between the gearbox and the hydraulic system becomes increasingly linked, Craig Scarborough shines a light on F1’s often-overlooked engineering partnership.

In the past two years, a lot of focus on the powertrain of an F1 car has been on the engine and energy recovery systems (ERS). Yet, sat behind both of these are two otherwise unsung elements to a cars’ overall efficiency: The gearbox and the hydraulic system.
What was once a clunky, unreliable part, the gearbox is now a seamless operating system, whose complexity often goes unrecognised. And the hydraulic system – which controls everything from the gearbox to the throttles and the steering – is another such F1 development whose importance deserves attention.
Historically, everything on an F1 car was mechanical. The gearbox was directly operated by the driver, and was considered one of the key items too complex for a small team to design and build themselves. Most teams bought in gearboxes from specialist suppliers, some of which even had their root in the humble VW Beetle.
Nowadays, however, nearly every team is responsible for their own gearbox, either making it in its entirety or having a primary role in designing it. Indeed, it’s fair to say things have moved on considerably since the days of the classic 4-speed H-gate gearboxes, which operated via a convoluted linkage from the gearbox to the lever in the cockpit.
These days, teams run 8 gears plus reverse in their gear cases. The gear lever has long since departed from the sport with the paddle gearshift selecting each gear sequentially. The modern gearbox really evolved through the nineties; its quick-shifting set up allowed by the reapplication of electro-hydraulic control systems, lifted from active suspension technology, itself cribbed from aircraft control systems.
Through the nineties, teams took greater ownership of the gearbox design. Not just the gear cluster itself, but also its casing, the hydraulic controls and the software required to keep the gearbox from exploding in a shower of metal gear teeth. Albeit this revolution still required the assistance of the same gearbox specialists, who continue – for the most part – to make the intricate gears and the shafts they spin upon.
With some 800hp being passed through the gearbox to the grippy rear tyres, loads and pressure on and within the gearbox are immense. To maintain the gearbox’s performance, the gears needs to mesh smoothly and be kept cool. A lack of lubrication will not only increase friction – thereby robbing the powertrain of power – but also generate heat. The carefully hardened steel gears cope very well with these running conditions but, if they run too hot, they lose their strength and this can lead to failures. Therefore, gearbox oil needs to act to both lubricate and cool, and so these oils are fed from a mechanical pump through the gear shafts, over the gears and over the selection mechanism and differential. To keep the oil (and therefore the gear cluster itself) cool, the gearbox oil emerges from the case to enter an oil cooler, which is fed by cooling air from the roll hoop area.

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Seamless

As the 21st century dawned, gearboxes and their hydraulic systems were still often unreliable and huge projects for a team to embark upon. Yet, already, another challenge was on its way.

For anyone who has driven a manual gearbox car enthusiastically, it’s obvious a quick gearshift allows quicker acceleration as the engine is driving the car forward more of the time, and not wasting time waiting for the next gear to be engaged. This knowledge wasn’t lost on the F1 fraternity. The hydraulically-operated gearboxes of the late nineties brought shift speeds down to milliseconds, using a motorcycle-style selector drum system to accurately select the next gear in turn. But, with this system, there was always an unavoidable period when the selector drum took the current gear out of engagement, in turn engaging the next gear. Of course, having two gears engaging at the same moment would spell catastrophe for the gearbox. With this glass ceiling, teams could not reduce lap times any further with the speed of the shift. Several teams looked at the problem and, although solutions were out there, they came at the cost of hideous complexity.
What was needed was a gearbox system that did not require watch-like complexity inside the gear case, yet one that still met the restrictive technical regulations. In the end, the solution was surprisingly easy.
The single selector drum which selected each of the gears was replaced with two selectors, which worked on alternate gears. With this set up, one gear could be engaged at the very moment the current gear was disengaged. In theory, two gears could be engaged simultaneously. This would allow the engine to keep driving the car forwards as there would be no break in the power delivery through the gearbox – in effect, a seamless delivery of power to the road. So why is it , then, that this did not lead to an exploding gearbox?

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Control

The secret to this current generation of seamless gearboxes was and still is the hydraulic control system, with its powerful hydraulic pump, accurate sensors and complex ECUs. So clever, is the current hydraulic control of the gearbox, that the ECU knows the radial position of the gears on their shafts and the engine’s firing order at the actual point the driver wants to select the next gear. And so, the shift is made at the point the gears are perfectly phased and the engine is in-between sparks. This minuscule and momentary gap allows the new gear to be engaged and, as the engine starts to drive the new gear, the load is taken off the old gear, allowing it to be pulled out of engagement. At no point does the ECU lift off the power delivery, and at no point do the wheels stop driving the car forwards. This technology wins several tenths of a second per lap. As such, once teams found out the secret, it soon became a must-have technology and it is now the case that every car has a seamless shift system controlling up to 8 gears.
Indeed, while the gearbox has been optimised and gained its dual selection mechanism, the real secret is the hydraulic control system. By having hydraulic actuators operated by electronic valves under ECU control, the hydraulic system can finely and proportionally operate nearly any sort of movement needed on the car. Currently, the hydraulic system operates a long list of systems on the car; gearshifts, clutch, reverse gear, differential, DRS, throttles, variable inlet, turbo wastegate, turbo pop-off valves, brake-by-wire and power steering. Back when refuelling was allowed, even the fuel flap was opened by use of a tiny hydraulic ram.
Mounted to the engine is a hydraulic pump, which pressurises the hydraulic fluid in the system and is held within an accumulator, ready for when a valve needs the pressure to control a system. A network of pipes carries the pressurised fluid around the car. When the driver needs a system operated, a small electronic valve opens to feed in the pressurised fluid to move the actuator. With a feedback loop from the sensors mounted to the actuator, the movement can be microscopic and highly accurate. Not only that but, as required, with the previously described gear selection, the hydraulic control can be very quick and very powerful.
Such control requires the fluid to be pumped at very high pressures: some 300 bar. This creates a lot of heat in the system – typically, the fluid runs at 120-140 – then there’s heat conducted into the system from the actuator’s proximity to hot areas of the car, such as the engine, gearbox and turbo. Containing heat within the system is further complicated by F1’s need to always be lightweight. As a result, the total volume of hydraulic fluid is just 800cc; thus, it is cycled through the system rapidly, leaving no scope for it to rest and cool. Therefore, a small oil cooler is built into the system, requiring the team to mount and feed cooling air through it.
Nowadays, all this high pressure control and rapid gearshifts operate with the utmost reliability. It’s now rare for a car to retire from hydraulic failure, while the gearboxes are required to last in their entirety for six races before being replaced with another unit. That’s some 2,000 miles of high-speed running without any team intervention or part-swapping. Such rock-solid performance and reliability is probably the main reason the gearbox and hydraulics remain unmentioned; yet it is an engineering feat which should perhaps be lauded.

hattrick je napisao/la:Matt Somers se pita dali je za sljedeću godinu dovođenje ispuha westgatea u biti ponovni dolazak DRD-a.

Neće!
Došla je nadopuna pravila, u stvari nova tehnička pravila za 2016, koja propisuju poziciju ispušnih cijevi. Pa kaže ovako:

5.8 Exhaust systems :
5.8.1 With the exception of incidental leakage through joints (either into or out of the system), all
(and only) the fluids entering the compressor inlet and the fuel injectors must exit from the
engine exhaust system.
5.8.2 Engine exhaust systems must have only a single turbine tailpipe exit and either one or two
wastegate tailpipe exits which must all be rearward facing and through which all exhaust gases
must pass. All and only the turbine exit exhaust gases must pass through the turbine tailpipe
and all and only the wastegate exhaust gases must pass through the wastegate tailpipe(s).
None of the tailpipes may be contained within any of the other tailpipes.
5.8.3 The cross-sectional area of the turbine tailpipe exit at the rearmost point of the turbine
tailpipe must lie between 7500mm2 and 14000mm2
, and the total cross-sectional area of the
wastegate tailpipe exit(s) at the rearmost point of the wastegate tailpipe(s) must lie between
1590mm2 and 2375mm2
. If there are two wastegate tailpipe exits they must be equal in area.
5.8.4 The last 150mm of each tailpipe must in its entirety :
a) Form a thin-walled unobstructed right circular cylinder with its axis +/- 5° to the car
centre line when viewed from above the car and between 0° and 5° (tail up) to the
reference plane when viewed from the side of the car. The entire circumference of each
exit should lie on a single plane normal to the tailpipe axis and be located at the
rearmost extremity of the last 150mm of the tailpipe.
b) Be located between 350mm and 550mm above the reference plane.
c) Be located no more than 100mm from the car centre line.
d) Be positioned in order that the entire circumference of the exit of the tailpipe lies
between two vertical planes normal to the car centre line and which lie between
170mm and 185mm rearward of the rear wheel centre line.
5.8.5 There must be no bodywork lying within the right circular cylinders which :
a) Shares a common axis with that of the last 150mm of each tailpipe.
b) Have a diameter 5mm greater than each tailpipe, starting at the exit of each tailpipe
and extending rearwards as far as a point 600mm behind the rear wheel centre line.
c) Have a diameter 30mm greater than each tailpipe, starting 2mm rearwards of the exit
of each tailpipe and extending rearwards as far as a point 600mm behind the rear wheel
centre line.

To bi ukratko značilo da položaj tih dodatnih cijevi za wastegate (jedna ili dvije) mora biti na istoj poziciji kao i stara ispučna cijev, okrenuta u istom smjeru kao i stara (+/- 5° u odnosu na centralnu liniju bolida) i iste dužine kao i stara. Oko njih, kao i do sada nesmiju biti nikakva aerodinamička pomagala. Cijevi auspuha, kao i do sada moraju biti od cijevi propisanog promjera (između 98mm i 133.5mm za glavnu ispušnu cijev i između 45mm i 55mm za wastgate cijevi), propisane dužine od posljednjih 150mm cirkularnog presjeka, bez ikakvih duplih stjenki ili ostalih pi..arija.

To bi značilo da će odlika oko jedne ili dvije wastegate cijevi biti prepuštena motoristima da odluče što će više odgovarati motoru. Ako bude jedna vjerovatno će biti postavljena ispod ili iznad glavne cijevi, a ako budu dvije, vjerovatno će biti postavljene obje ili ispod ili iznad glavnog auspuha. I u svakom sličaju vrlo blizu centralnoj liniji bolida.

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Slika sa mog sajta gdje objašnjen položaj auspuha

To će vjerovatno izgledati nešto kao ovo:
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A na šao sam i Somersov ispravak svog prošlog članka na http://www.somersf1.co.uk/2015/10/waste ... -2016.html

Samo da pojasnim, nisam možda bio potpuno jasan, ona slika sa mog sajta gore, pozicija auspuha, je za dosadašnji motor, znači bez dodatnih cijevi predviđenih za sljedeću godinu.

SEAS je napisao/la:Samo da pojasnim, nisam možda bio potpuno jasan, ona slika sa mog sajta gore, pozicija auspuha, je za dosadašnji motor, znači bez dodatnih cijevi predviđenih za sljedeću godinu.

Sve si ti to ljepo objasnio,položaj,presjek,dužina,visina ali nigdje nije naveden razlog postavljanja tih cijevi rasteretnog ventila.Na portalima se
sugerira pojačanje zvuka u što nisam presiguran i neznam kome još treba višarazina buke,pa mislim da se radi o problemu tehničke naravi.
Budi dobar pa napiši,gdje se te cjevi ubadaju u auspuh,prije ili poslje turbine itd.Uglavnom razlog postavljanja cjevi mi je nejasan.

Ništa od jačeg zvuka, samo će malo jače pištati u određenim modovima rada motora. Koliko cijevi? Netko ima jedan ventil valjda na kolektoru, a netko na svakoj grani po jedan, ako se već spominje jedna ili dvije cijevi IMO. Naravno prije turbine mora biti.
Nego, izgaranje mene zanima, u usis nije dopušteno ništa osim goriva, plinova ispuha i sump breathera (plinova koji se staraju pri izgaranju u cilindrima i prođu preko karika na klipovima). Iz Mercedesa su spominjali usku suradnju pogotovo ove i za slijedeće sezone sa Petronasom. Nije samo gorivo bitno već lubrikanti. Ove sezone su testirali Mercedes i Ferrari, da li koriste neke dodatne tankove za ulje i time poboljšavaju izgaranje, nisu otkrili ništa sporno, ali...
Monty, nešto smo pričali o tim dodacima, pa npr...
Što ako su uspjeli proizvesti lubrikant koji toplinu motora koristi za katalizacijski proces u kome su u lubrikant dodane molekule koje tako oslobađaju vodik?
Vodik u stabilnom stanju u lubrikantu u metalnoj ili kakvoj drugoj prikladnoj strukturi, motor se zagrijava-kemija-katalizacija-vodik otpušta u servo ventil koji po potrebi dozira u kompresor. To još nije zabranjeno, bar toga nema u pravilima jer piše da se ti odušci mogu koristiti u usisu.
Sam proces je endotermni (troši se toplina) čime se dijelom hladi motor, a kompresor im je tako i tako odvojen od turbine čime se sprečava samozapaljenje vodika kao visikozapaljivog plina. Tako mogu koristiti lijenije mješavine, povećati pritisak na kompresoru dok bi se smanjio rizik od detonacije. Smanjila bi se potrošnja i teorijski dobilo više snage po istoj količini goriva. Nisam neki kemičar, sigurno vas ima puno boljih, je li to još jedna pogodnost i mogućnost split turbo sistema?
Mercedes-Benz je nagrađen 4. put sa BlueEFFICIENCY nagradom za svoj HyGear sistem, izvor

http://www.fuelcelltoday.com/news-archi ... s-reformer

Zanimljivo,no slutim još neke detalje ali bolje da ne napišem ni slova ,jer me uhvatila pospanost.Čujemo se sutra.
I tebi

Monty je napisao/la:Zanimljivo,no slutim još neke detalje ali bolje da ne napišem ni slova ,jer me uhvatila pospanost.Čujemo se sutra.
I tebi

e, zato i pitam-može! LN

@ Monty
Pošto je ovo V6 motor, svaka strana motora ima 3 cilindra, znači kolektor auspuha je 3 u 1 i završava u turbini. Na sadašnjim motorima, svi timovi (motori) imaju po jedan Wastegate ventil po kolektoru i nalazi se ispred turbine.

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NA ovoj slici se baš dobro niti ne vidi, ali ako pogledaš skroz vrh kolektora vidjeti ćeš jedan odvojak. Na to mjesto ide wastegate ventil (Wastegate bi u prevodu značilo vrata za otpatke, ono šta više ne treba). Inače to je desni kolektor sa Saubera C33.

Wastegate ventil u principu služi da se višak ispušnih plinova izbaci u atmosferu prije turbine. To je zato jer bi taj višak plinova mogao prouzročiti overreving (preveliku brzinu) turbine što bi je moglo ili uništiti ili oštetiti. Na motorima F1 to je i dio pravila jer se turbina nesmije vrtiti brže od 125.000 okretaja.
Kod većine normalnih automobila ventil je mehanički i ispušta taj višak plinova kada tlak u kolektoru poraste iznad odrđene granice. Kod Formule 1 ventil je reguliran elektronski i može se otvoriti kada god to odgovara timu. Znači ne mora biti samo za ograničavanje okretaja turbine, iako je uglavnom samo zato.
Po novim pravilima FIA je dozvolila timovima da naprave dvije stvari. Ili će svaki ventil imati svoju vlastitu cijev ili će plinovi iz dva ventila preko kolektora ulaziti u jednu cijev i onda van.
Problem je što je u oba slučaja veličina (promjer) izlazne cijevi isti, tako da je u stvari bolje ako svaki ventil ima svoju cijev je će u tom slučaju RAM tlak u njima biti manji što znači da će plinovi slobodnije izlaziti. Ali FIA je dala dvije mogućnosti, pa ko voli nek izvoli.

A šta se tiče zvuka, Tečka komisija je to uvela sa namjerom pojačanja zvuka, ali Totalno se slažem sa Zeusom, ništa od nekog pojačanja zvuka. Upravo zato jer je ventil uglavnom zatvoren, a kada se otvori neće to biti neka znatnija buka.

Ok @SEAS,iako je moje pitanje glasilo-zašto se postavljaju dotićne cijevi-treba objasniti cjelinu kako bi i oni koji možda neznaju shvatili kako to funkcionira.

Monty je napisao/la:Ok @SEAS,iako je moje pitanje glasilo-zašto se postavljaju dotićne cijevi-treba objasniti cjelinu kako bi i oni koji možda neznaju shvatili kako to funkcionira.

Pa do sada su se plinovi iz ventila ubacivali u auspuh sa ostalim plinovima a sada oni imaju svoje cijevi kojima izlaze u atmosferu.

How rotational inertia led to traction control

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Vrlo zanimljiv tekst o ovisnosti težine u rotaciji, i koliko je to bitno.

hattrick je napisao/la:How rotational inertia led to traction control

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Vrlo zanimljiv tekst o ovisnosti težine u rotaciji, i koliko je to bitno.

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