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The new burdens explained: Fight against the forces

Tuesday, August 22nd, 2017 | Sports

22. August 2017 – 7:53 pm

On a Formula 1 car pull high g forces when driving

© LAT

(cafetheology.org) – One of the biggest stories before the start of the 2017 season were the increased g-forces, which drivers in the cockpits of the new generation of Formula 1 cars have to withstand. Wider wings and tires lead to more downforce and grip, which puts drivers more than ever. For example at the opening match in Australia: Melbourne is not usually one of the physically particularly challenging routes for the drivers in the race calendar. In the fast link curve 11, however, the peak values ​​were still at 5g, which is ten percent higher than 2016.g, or g-force is the term for a physical load corresponding to a gravity unit and multiplied during rapid changes of direction or velocity, Such as acceleration and braking. We live in a three-dimensional world and use three axes to describe the space around us. In the Formula 1, the longitudinal X-axis runs along the car, the lateral Y-axis runs across the car, and the vertical Z-axis runs from the top to the bottom. Looking at the loads that a Grand Prix vehicle and its The acceleration and deceleration of the driver, the g forces can be divided into three categories: longitudinal acceleration – during braking or acceleration, lateral acceleration – in the curves – and vertical acceleration – caused by ground shafts, edge stones or height differences in the line The highest longitudinal acceleration in the Formula 1 is the deceleration that occurs when braking at the end of a long straight line. Best examples of this are the first bend in Baku and turn 14 in Shanghai. But also Monza, when the drivers accelerate out of Ascari, drive through Parabolica and then rush along the famous start-finish straight before they get into the irons before the Rettifilo chicane. In this case, deceleration maximum values ​​of over -5g are expected. Since longitudinal g-forces are connected to the output, the drivers reach the maximum deceleration only in the brief moment when they first press the brake and are pressed towards the steering wheel , While the safety belt holds the drivers in their position, their head is pushed forward. The car itself nods forward as the vertical load at the four corners moves from the rear to the front tires. The front suspension and tires are both pressed by the g forces into the track while the load on the tail drops. Side acceleration is achieved in wide, fast turns, for example, in the full throttle curve, Copse, in Silverstone. There the drivers reached almost 5g during the Great Britain Grand Prix this year. Similar values ​​can be expected in Spa and later in Suzuka. Both tracks are similar to Silverstone with their fluid curves, where strong aerodynamic efficiency and mechanical grip are important.Spa and Suzuka are still in the pipeline … Lateral accelerations like this push the drivers into the side of their cockpits and thus load the ribs and thighs, Which hit the seat edge. They also need a strong neck muscles to withstand the repeated forces pushing the head outwards in the curve. It's a hard ride. But also the new cars have to withstand the increased g-forces. In the case of lateral acceleration, the cars tend to roll outwards in curves. The vertical load at the four corners of the car shifts from the inner to the outer tires. In the 2017 season, the drivers and their cars in Pouhon in Spa as well as the unforgettable "Esses" in Suzuka will be particularly heavily burdened at the beginning of the round.

Especially the infamous Eau Rouge is a physical challenge

© LAT

In the Formula 1, vertical accelerations are recorded in relation to the height of the car – when a car hits a curb or a floor. The ground wave in front of the Mirabeau right in Monaco is a good example of this. But these moments are usually extremely short and last only a few milliseconds. For any type of vertical stroke, an extreme change in the inclination is needed. The first corner in Spielberg and on the Circuit of the Americas are good examples of this. But nowhere in the current race calendar is the difference in tilt as great as in the legendary Eau Rouge in Spa. When the drivers arrive at the bottom, the car is pressed into the ground, the tires and the suspension are compressed by a vertical acceleration of 2.5g – directly through the rear of the driver! Peak reaches a vertical acceleration of more than 0.5g. The drivers then feel weightless and even notice how the seat belts pull them down in the car for up to half a second. Here, they have to be particularly cautious at the corner exit, as the car can become light and quickly lose grip – as Kevin Magnussen's Mega-Departures 2016 proved. It is a unique experience that will be even more challenging with these cars. It is expected that the driver will be able to ride the entire Eau-Rouge section with full throttle. With its mixture of fast, wide curves like Pouhon, a strong brake zone in front of Les Combes and the extraordinary heart of the mighty Eau Rouge, the legendary course in Spa offers A hard back-to-school experience for the Formula 1 field.

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