Its inventor explains how to adapt to new regulations
The F-Duct shall be prohibited in its present form from 2011, but the Spanish engineer Zuriguel Diego Cano has developed an automatic system without the intervention of the electronics on the cars could benefit from a lower downforce at peak times, as happens now.
A passive system of administration through automatic F in a Formula 1 car, this concept is meant to relieve the pilot of F through manual control and operate it in whole or in part in all possible times to be beneficial and safe. To have more chance of being accepted for incorporation by the current regulation, this system is passive and can not use any external electronic control.
Nor would there be reason to ban it in the next season, because as recently approved by the FIA: "Any other system (referring to the adjustable rear wing future) movements requiring the pilot to alter the aerodynamic characteristics of the car will be banned since 2011" .
Video demonstration - automatic F-Duct:
To function, using its own forces G generated in the car. These are the G forces that control the operation of the system, contain useful data for the state of the car in every part of the circuit. For example:
- The rapid acceleration in straight or curved, indicating that the car or out of unemployment, slow or just emerging from a slow curve after this one. In any case, it must turn off the tube F to get better traction.
- Brakes, indicating that the car is prepared to draw a curve slower than your actual speed or you need to reduce speed or stop. In any case, it would be necessary to turn off the tube F to braking efficiency and get more grip to draw the upcoming curve.
- Left or right curve, indicates that it is curving more or less demanding, for which completely deactivate through F in the most demanding of this curve and partly on the lighter.
- G Forces stable, indicating that the car is stopped or is in a long straight or straight path cutting one or more consecutive curves, so the speed on the primary grip, for which the canal would be activated until these forces F G no longer stable.
This system will be incorporated in the section of conduit containing the hole should be plugged now by pilots to operate the F-Duct (Fig. 1)
Figure 1 Section of conduit and taponaría hole is to drive the F-Duct.
This part will place the main part of the system to define as "mounting" (Fig. 2). This piece can be moved freely along the canal and turn around, and is basically a tube inside another. By submitting this actuator G forces supporting the car, moves forward under braking and acceleration backwards, while turning a sharp left turn to right and right to left curves.
Figure 2 Actuator
To limit the movement of this piece and return to its original position when the G forces are stabilized couple them to spring (Fig. 3) at one end of the actuator, which will set the tube through the other end of the actuator for focusing and that covers the opening drive of the F-Duct in the absence of rapid acceleration or braking and releasing this hole when any of these conditions in proportion. For this system can also turn around and release through the hole in the corners, will incorporate a bearing (Fig. 3) between spring retainer and the line.
Spring and bearing Fig. 3
Like you need to limit the movement of the actuator during acceleration and braking, it is also necessary to do so in the corners. To do this hold the party bearing that holds the spring with rubber bands, springs or small buffers (Fig. 4) then we will post at the other end of the duct. Thus, the actuator will also return to its original position after each rotation curve.
Figure 4 Attaching the bearing to limit its rotation
Finally incorporate the actuator properly balanced system (Fig. 5) to facilitate the movement of the G-forces.
Fig 5 Example of checks
The actuator may be modified according to the characteristics of each circuit by modifying three simple levels (Fig. 6).
Figure 6 Setting tolerances
Also, the spring characteristics, counterweights and gums or dampers may also suit the needs of each circuit. You can also join another set of spring-bearing (symmetrical to the first) to the other end of the actuator to control movement and recovery better braking.
*Passive management through automatic F-duct 3-ways.
With the previous system opens the possibility of administering more than one line F simultaneously.
In this case, the F-Duct administer standard plus two additional F-Duct, one would have to be designed to facilitate left-hander like one for right turns. These F-Duct additional downforce could take something where most suitable in each case.
Video simulation of operation: F-Duct three-way:
To avoid gaining weight and dimensions as would the placement of 3 separate systems, use one of these systems dividing into 3 parts inside the duct (Fig. 7) and make 2 more holes in it. Thus, each time one of the holes clog control the corresponding F-Duct without disrupting the other two.
Figure 7 details inside the duct triple
These additional holes are clogged only in their respective corners and where there is both rapid acceleration and braking. The hole size and shape can be varied to suit the characteristics of each circuit.
FORZA FERRARI
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Originally Posted by GrndLkNatv
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