Otvaram temu za sve one koje zanima tehnologija F1 bolida. Možete objasniti drugim korisnicima kako koji sistem ili sustav funkcionira, koja mu je svrha i zadaća.
Možete i stavljati slike novih aerodinamičkih dijelova koje su momčadi instalirali na bolide.
Pokažite, skicirajte, stavite poveznicu na neki super članak i sl.

Za početak malo o F1 Fuel Systemu ako nekog zanima. Skicirano i objašnjeno na zadovoljavajući način.

http://thisisf1.com/2015/04/09/f1-fuel- ... explained/

i neki dijelovi Mečkinog stroja za Kinu

Super što si otvorio ovu temu.. još na početku otvaranja sajta razmišljao sam dali je otvorit.

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Jedna zanimljiva Somersovaanaliza Ferrarijevog naprednog hladnjaka:

FERRARI'S 2015 COOLING PACKAGE

Much has been made of Ferrari's improved pace but little tangible evidence to explain the giant leap. It is clear the team have simply rectified many issues that have plagued them for several seasons and the SF15-T is clearly much kinder on it's tyres than it's predecessors, which will stand the team in good stead for strategy calls throughout the season.

Aerodynamically the Scuderia have struggled with several key areas for some time now, with the team hurrying through upgrades too quickly, often resulting in components that didn't resolve the problems at hand. Since his arrival James Allison has installed a different structure, with a more pragmatic approach, addressing the core issues.

An area where Ferrari are leading the way this season is their sidepod cooling package, which has allowed the team to close down the cooling outlets at the rear of the car, which in turn will reduce their aerodynamic inefficiencies.

Before we have a look at their solution lets just examine how the radiators in an F1 car differ to those we see on our road cars too.

[ link do slike ]

In the example above, left (showing a road car radiator) we can see that the radiator is vertical as the space available to the designer dictates getting the largest possible surface area into the freestream is at the front of the car. In order to create more surface area within the sidepods aperture Formula One teams 'bank' their radiators (right), creating more surface area within the given space. Note the red lines marked at either end of the radiator to determine how much larger the radiator is made when 'banked'. Banking the radiator does mean that further changes have to be made to the design for it to remain efficient, such as a re-orientation of the cooling fins and core tubes.

[ link do slike ]

Above: This image captured by Giorgio Piola shows the orientation of the radiator within the SF15-T's sidepod.

From this image you'll note that Ferrari's radiator is much flatter than we'd normally see, making it more difficult to keep flow through the radiator efficient. They've not only banked their radiator for this layout but also staggered it (twisted) allowing for more surface area, maximising the exterior aerodynamic bodywork shape.

[ link do slike ]

In order to achieve this flatter, elongated radiator configuration the team have opted to use some clever flow conditioning methods, marked in yellow and green on the image above.

[ link do slike ]

The airfoil shaped slats added inside the sidepods inlet (marked in green on the image above) condition the airflow moving under the radiators surface, increasing performance over a wider operating window.

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The ductwork (yellow) added above the radiator has several cavities that allow the airflow to pass through the radiator and then continue to cool its upper surface until such point it passes out of the larger curled ducts (purple). This keeps the airflow passing through the radiator segregated from the sidepods internal flow structure, increasing both its capacity to cool the air whilst improving both flow structures.

Having already visited the hot climbs of Malaysia without having to open up the rear bodywork, it's clear that the team have an efficient solution, allowing for a more adventurous rear end aerodynamic package.

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Još jedanput lijepo grafičko objašnjenje koliko je kompliciran novi sistem BBW:

[youtube]https://www.youtube.com/watch?v=W9ysHClUpQk[/youtube]

...i jedan video o telemetriji, nije da baš nešto posebno otkriva, no vrlo interesantna montaža kamere u kokpitu bolida nove generacije. Uočite fiuuk turba.

[youtube]https://www.youtube.com/watch?v=03lKWif6rUQ[/youtube]

http://m.autosport.com/news/report.php/id/118626

Malo o nekom radikalnom Hondinom tehnickom rjesenju za McLaren


Sent from my iPhone using Tapatalk

http://t.co/G0rLAm3J3J

AMuS donosi slike sa usporedbom Kina/Bahrein

Zanimljiv tekstić gdje se objašnjava što je FIA banirala kod Ferrarija od VN Kine pa na dalje, također je zanimljivo da je to isto samo nešto drukčije forme Mercedes nastavio koristiti jer je to napravio na propisan način. Sistem koji je nazvan "free-Load System", te daje ekstra akumuliranu snagu od 20HP. To nas vodi k' tome kako je Ferrari do Kine imao manji deficit za Mercedesom u jačini mašine, od Kine Mercedes je taj agresivni režim nastavio koristiti samo tokom kvalifikacija, dok tokom utrke možda koriste na vrlo kratke periode (npr. tokom bitnih pretjecanja)(moja predpostavka), zbog većeg rizika uništavanja dragocjenih agregata. Stoga u treninzima i kvalifikacijama Mercedes ima 40HP više od Ferrarija, dok u utrci je razlika 20HP. ovisno o zahtjevima staze ta prednost može biti i 0.300s.

Od Kanade bi Ferrari trebao donijeti nadogradnje koje će totalno izravnati Mercedesovu prednost.. agregat koji je u kombinaciji sa naprednijom formulom Shellovog goriva, te taj kvalifikacijski softver koji već koristi Mercedes.

cijeli (google) prevedeni tekst sa http://f1-insider.com/fia-verbot-ferrari-system/ :

Sebastian Vettel has cryptically hinted at the race weekend in Bahrain that Mercedes in qualifying an advantage over Ferrari would have ceased to exist during the race. But closer refused to elaborate the quadruple world champion.

F1-Insider.com now knows the reason. The automotive authority Ferrari FIA has banned since the GP of China, a system that the Scuderia was allowed to use in the first two races still Ferrari, so explain insider this website, this has approximately 20 hp extra power achieved in the first two races on a short-term higher flow rate of the sprites in the injection area. But the FIA did not consider admissible and forbade Vettel's team from China to continue to use the system.

Mercedes, however, may continue to get extra hp in qualifying. Reason: The Silver Arrows to use a legal, according to FIA software. Experts are talking about a so-called "free-Load System", which can release additional energy stored in the short term. It is a software that makes possible in practice to the starting places a more aggressive "engine mapping". In the race, the distance to Ferrari relativized since Mercedes no longer uses this system for fear of engine damage. The residue is estimated to Mercedes Ferrari in training with 40 hp, accordingly, in the race with only 20 Depending on the route so that Mercedes has actually only on the engine power ago an advantage over Ferrari of up to three tenths of a second per lap. The Italians are now working flat out to catch the PS disadvantage.

The GP of Canada, the residue shall be final equalized to the silver arrows. Then, a development stage of the engine comes with better fuel supplier of shell plus a qualifying software à la Mercedes. PS: Honda and Renault have incidentally none of the systems in store.

[ link do slike ]

After Jenson Button suffered from multiple reliability problems across the course of the Bahrain GP weekend, photographers had plenty of opportunities to capture some more of the exposed Honda power unit in the back of the so-far unsuccessful McLaren MP4-30. William Tyson explores the latest revelations.

A lot has been disputed about the underlying technical details of Honda’s 2015 powertrain. What we have already established is that they are indeed utilising the split turbo concept that Mercedes pioneered last year, with the exhaust driven turbine and the compressor being separated by the MGU-H that sits in the V of the engine.

However, information remained scarce for some time as to how they were cooling the compressed air until the beginning of April, when it was revealed that McLaren run an air-to-air intercooler in the right-hand sidepod. This therefore meant that the radiator – uniquely placed above the engine itself and fed by the top inlet in the airbox – is used to cool the ERS package. This opened up space to pinch the bodywork inwards, tapering tightly into the “size zero” Coke-bottle region at the back of the car.

Recently, more details have been uncovered about just what McLaren are doing with their power unit to allow such tight packaging with relatively little cooling requirements. Although they are still running quite a large central outlet at the back, the overall area of openings made into the car is pretty minimal relative to the rest of the grid.

It transpires that Honda have developed a totally different compressor side to the turbo than any other manufacturer. The regulations do govern this area quite strictly which is why Mercedes, Ferrari and Renault have all converged on the same solution. Honda on the other hand have been a bit different.

The rules state that the compressor must consist of only a single stage, so the general consensus is to use a large centrifugal fan to draw air in through the airbox and onto the intercooler. The larger the fan the higher the boost pressure achieved although this is not such a big tradeoff when considering the fuel flow limit. A smaller fan, though, will spool much faster due to its lower inertia, which improves drivability.

Honda have opted to use a much smaller, axial compressor but without the multiple fan elements that would make the system illegal. Instead there is one elongated fan that stretches across a narrow tube, with perhaps a multitude of increasingly sized blades to guide air through.

There are a number of advantages in doing this: the resulting smaller compressor can be packaged neatly into the V of the engine alongside the MGU-H, removing the blockage created by a large centrifugal fan and bumping the engine up closer to the fuel tank. The emphasis on doing this is to again create more space further behind and improve the weight distribution of the car.

Secondly, a smaller fan naturally spools much faster which places less reliance on the MGU-H to generate boost under acceleration so energy can be saved instead for the MGU-K – a more dominant player in terms of laptime and an area in which Honda have struggled to make inroads in so far. Once reliability problems are sorted in this area we could see the partnership making large strides in energy recovery and deployment later in the year.

To make room for the top mounted radiator, Honda have had to create a low-lying inlet plenum which is made from aluminium rather than carbon fibre. This will have been done to resist the transfer of heat from the radiator above and also to make a more suitable shape in a crowded area. With the introduction of variable-length inlet trumpets, I imagine that this was a pretty tough component to produce.

Overall, it is these detailed changes that Honda have implemented that will eventually aid McLaren’s aerodynamic package. Once the MGU-K seal gremlins have been overcome and the power output rises further, only then will we see the true potential of the MP4-30 chassis.

[youtube]https://www.youtube.com/watch?v=XKkeEjl ... e=youtu.be[/youtube]

Pogledajte svakako (Ferraristi pogotovo )

https://www.youtube.com/watch?v=XKkeEjl ... e=youtu.be - link ako ne prikazuje kako treba

Stižu nadogradnje u Španjolsku.. tko će što donesti, govori nam Autosprint:

Ferrari:

- krila
- podnica
- stražnji difuzor
- suspenzije (koje su se nedavno testirale u naprednoj austrijskoj tvornici AVL)
- šasija

_______

McLaren:

- prednje krilo
- stražnji difuzor
- na PU samo slobodno dopuštene izmjene za pouzdanost agregata

________

Williams:

-prednje krilo
-podnica

________

Red Bull:

- podnica
- stražnji difuzor
- kraći nos

________

Mercedes:

- podnica
- BEZ promjena na PU

Zanima me kakav je Red Bullov nos, oni su morali nešto opako napravit ako se žele malo približit konkurenciji.
Williams se baš i nije potrgao od novosti, a Španjolska je staza koja im ne leži.

Navodno će biti kraći od Mercedesovog... ak si to možeš zamislit

Hmm, pokušavam

Samo da taj Renault napravi neku poštenu stvar, žao mi je vozača, posebno Riccija.

Monaco’s famous street circuit is very hard on brakes, hence keeping them cool is essential.



McLaren have been using the brake drums above with oval holes since the start of the season and in Monte Carlo Ferrari have adopted a similar solution on Sebastian Vettel’s car. In the drawing of the SF15-T below the round brake drum - or ‘cake tin’ as it is commonly known - is missing, allowing you to see the oval openings that have been added in front of the brake disc.

Htio bih predstaviti jednog forumaša koji je "provirio" na F1puls sa nikom @F1master i postao jedan od svojih videa o ovjesu.. vrlo lijepo objašnjava te osnovne principe mehanike kod F1 bolida, gušt ga je poslušat.. stoga ću staviti sve njegove videe kako bi bile na prikladnoj temi. Nadam se da će se češće pojavljivati na našem "malom mistu" Sudeći po detaljima.. vjerujem da navija za istog vozača kao i ja, i to od najranijih dana..

[youtube]https://www.youtube.com/watch?v=CDYG5TCjf_w[/youtube]

[youtube]https://www.youtube.com/watch?v=9CLmd85ZXBY[/youtube]

[youtube]https://www.youtube.com/watch?v=CKY31VWnfXc[/youtube]

[youtube]https://www.youtube.com/watch?v=uRuGrZiRod0[/youtube]

U svakom slučaju, ako čita F1master ovo - svaka ti čast !
Iznimno cijenim ljude koji troše svoje vrijeme i resurse kako bi nešto napravili, objasnili, naučili druge iz čistog zadovoljstva! Bravo

Također, priključi se forumu aktivnije

nešto o gorivu:

[youtube]https://www.youtube.com/watch?v=sCZXbw2HrZs[/youtube]

o novom načinu starta (od Belgije):

[youtube]https://www.youtube.com/watch?v=0SoJkJG6cNU[/youtube]

fala hatt za ovo sa bottasom i startovima.

Zanimljiv koncept polu-zatvorenog kokpita:

[youtube]https://www.youtube.com/watch?v=opZzDv_C9eQ[/youtube]

How new closed cockpit idea works -link

Užas!!
Burn it, burn it with FIRE!

Katastrofa.
I opet može nešto proletiti i lupiti vozača u glavu, jer kako vidim, nema stakla.
A i da ima staklo, bolje zatvoren kokpit (nisam za to uopšte) nego ovo sra.nje.