EXPLAINING D1 FORM TO CLIENTS DRIVERS
EXPLAINING D1 FORM TO CLIENTS DRIVER
EXPLAINING D1 FORM TO CLIENTS SERIES

Looking at some of the front wing end plate devices used in F1 recently hydraulic lines are run to a small actuator, whilst on others an electronic actuator is used.

Suggesting that not all teams have gone the hydraulic route.Д®xactly how teams have approached the problem of actuating the wing itself is difficult to be sure of though some run tubing up through the central wing supports or through the end plates, though neither have an especially large cross sectional area to run pipework or rods. Moog also supplies a range of miniature brushless electric motors that may also be used for this purpose. The E024 was popular for front wing actuation, although those systems will be made redundant under next years regulations.

EXPLAINING D1 FORM TO CLIENTS SERIES

вЂњwe have developed custom versions of our E024 series servo valve for rear wing actuationвЂќ reveals Martin Jones the Market Manager for European Motorsport at Moog. That unit will likely drive a Moog valve mounted somewhere in the region of the transmission. Last year it was found that teams were using the front wing flaps more to work with the dual tyre compounds and falling car weight through the race rather than itвЂ™s intended purpose вЂ“ overtaking.ДЇrom the steering wheel a signal is sent to the ECU, the same McLaren Electronics unit used in all Formula 1 cars since 2008.

ThatвЂ™s why I think this вЂњleverвЂќ that the FIA has is so important because it will be able to tune the way races unfold.вЂќДRS is unlike last years front wing adjustment in that it does not give a number of position settings, its either on or off. Maybe the flap movement could be extended from four degrees to 10 degrees for tracks like Monaco and Hungary вЂ“ then you might well get overtaking. вЂIf, initially, it has no effect at, say, the Hungaroring, the FIA has the mechanism to change things.

Purnell is convinced that the active rear wing even raises the prospect of overtaking at tight circuits like Hungaroring and Monaco. That means immediately coming out of a corner, any advantage from drag reduction is not really there.

EXPLAINING D1 FORM TO CLIENTS DRIVER

When we looked at the problem in 2007, we saw that as a Formula 1 car comes out of a corner it has tremendously good acceleration вЂ“ they wouldnвЂ™t be F1 cars without it вЂ“ so when the leading driver gets on the throttle those fractions of a second earlier, even if the following car is a lot faster the leading car pulls a big gap. вЂHe will sprint down the straight and, by the end of it, will have a 4-5kph advantage over the car he is trying to pass. вЂAs a car comes out of a corner and crosses the timing line within the prescribed interval, at the moment the following driver feels he is no longer traction limited, he will press the button and drag on his rear wing will be reduced,вЂ™ explains Tony Purnell an FIA advisor involved in the creation of the regulation. The results of the study appear on the graph below. Here we compare the Drag Reduction System in open position (left) and closed (right). Simon McBeath conducted a basic CFD study of the Drag Reduction System in action.

EXPLAINING D1 FORM TO CLIENTS DRIVERS

Since the timing loops will be sited after corners, drivers will only be able to deploy the active rear wing as a car goes down a particular nominated straight, in Melbourne for example this was the starting straight. The flap is lifted up at the front and pivots about a point at the trailing edge of the wing, so that in the event of a failure, the flap will drop down into the default, high-downforce position. When two or more cars pass over timing loops in the surface of the track, if a following car is measured at less than one second behind a leading car it will be sent a signal that will allow its driver to deploy the carвЂ™s active rear wing. Under the rules for 2011, the driver of a following car can adjust the flap of his rear wing under certain circumstances. It is essentially an adjustable rear wing which can be used to facilitate overtaking.

None the less grand Prix drivers have a new tool at their disposal, the so called Drag Reduction System, DRS. But whilst on an Airbus A320 or even a modern UAV or fighter jet there is a huge amount of space to work in, on a grand prix car the opposite is true. The systems on a Formula 1 car work in essentially the same way. Moveable aerodynamic components are nothing new, every time you sit on an airliner you see the wing flaps, ailerons moving around, and often as you come into land you can see the array of hydraulics employed to move them.

Explaining d1 form to clients