Rob Essemdley, Formula 1's chief engineer, explains how and why cars are changing.
On Thursday in Silverstone, England, before the British Grand Prix, next year's Formula 1 car was shown to the public. 2022 sees the biggest change in the sport's technical regulations since the introduction of turbocharged hybrid engines in 2014. A fundamental change has been made in the way the car's aerodynamic pressure is created, with the aim of making Formula 1 cars easier. Arras spoke closely with Rob Smedley, F1's director of data systems, to find out why and how the new car will take shape. p>
What's wrong? The cars competing at Silverstone over the weekend use air to generate power through a combination of front and rear diffusers. And they create really bad falling power, which is part of the reason Formula 1 rounds are at an all-time low. The question is what happens to the air after it passes the body of a Formula One car - it's a huge wake-up call. The wings in turbulent weather will not operate nearly as well as the wings in the fresh air, which means that it is very difficult for one car to follow another with difficulty in overtaking - something that F1 fans have said for the sport they want.” Smedley said: “The  car is moving.” Let's go back a second, and then it loses 25 percent of its power.” “As you move for about half a second — the distance between closing and getting to the point where they can start that wheel and the wheel interacting — at that time it loses 40 percent of its low power. So the loss is massive." F1 performance has always been a combination of aerodynamic performance, tire stability and engine power, but in the last 25 years I've been a sports fan, aerodynamics have been the most important of these three. "We never thought about the importance of a wake-up call," Smedley told me. Air flow from the car to the car behind us. We just accepted that this is happening in Formula 1". That is, until now (or to be more precise next year).
How is this problem solved? In recent years, F1 teams have invested heavily in server farms where they have become The sport is more difficult to test wind tunnels without constraints (in one of its frequent attempts to control costs), which is now done more efficiently with cost constraints.) But the decision is made by the teams - the sport itself does not have such internal resources to trust. Instead "With AWS, we've already been able to redesign a Formula One car using computational fluid dynamics (CFD) simulation," Smedley explained. And it was important to build the car with the car below.” Dad. Designing a simulator for two cars is much more complex than simulating a car, and in fact, if every team tried to do that, the process would be dangerously slow.” The difference is very limited by the so-called aerodynamic test limit , which is part of the technical regulations, so they can equate a certain amount of computational power which is roughly equal to 190 power cores when simulated.” They do their own CFD work, said Syed El Melli. Greater flexibility and accessibility to computing power, where up to 10 teams can come together.He said, “We started with about 1,100 cores, then we got to about 2,500 cores. In an instant we're spinning 7,000 cores up, mind blowing."
This means his team can solve problems very quickly. Smedley's team was able to run two simulations of two cars in about six hours, compared to the four days it took Using a team that uses CFD infrastructure. “It meant developing a new car in an agile way, and it really changed the game.” “We knew what the concept of a car was, but then we could scientifically prove it.”
How F1 Causes Power Outages in 2022
As you can see in the photos, the 2022 car is a much cleaner design than the cars we currently have. Competing. There are very few aerodynamic bumps featured here And there's (because that's something that won't be allowed under next year's technical regulations.) An advanced front spoiler, controls to reduce the amount of turbulent air coming out of the front wheels, and then there's a shaped underfloor that creates most of the car's downward force through the ground effect, which the F1 bar noted in the early 1980s.
It appears that the reversal of turbulent airflow from F1 It represents an important change. “Because of the change in the pressure difference at the top and bottom of the car, you get a very, very strong washing effect,” Smedley said. "So instead of washing in the fresh air and creating this huge void, the vigil rises from the really turbulent non-Newtonian current behind the car."
Sorry, the wings are still there
"If you're going to walk away from it - which is an aerodynamic formula - you're going to have to try to reverse that performance and maybe finish late at a slower speed, and that's not going to be the fastest race car ever to land. I think it's important that we don't omit this issue , but I also think it's important that we keep performing really well." "We have the ability to create a lot of downforce - and therefore traction. A lot - by using the furniture around the cockpit; you see these very complex panels and rotor blades creating solutions for production in All [current] cars."
As a result, the drag ratio for current race cars (which Smedley says is between 7:1 and 9:1) will be much higher than next year's cars. p>
Formula 1 List p>
This is a new Formula 1 car that hopes to improve racing in 2022
In 2021, there is a real building in the world o...
Toyota executives were inspired by the moment the compa...
The Audi DTM program - do you think the German equivalent of NASC...