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Posts Tagged ‘Brake’

Understanding braking efficiency and downforce: Caterham F1 technical


 

 

credit: Caterham F1 Team

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Melbourne circuit braking analysis


Melbourne street circuit main characteristics :

Length Km : 5.303 m
Number of laps:

58

Type of brakings: hard
Number of brakings:

8

Downforce Level: High
Tyre Compounds:  

Medium( white stripe) / soft (yellow stripe)

Time spent under braking per lap:

11%

 

 

    Melbourne is a fast track full of demanding braking zones where disc brakes suffer hard pressures and high ware, the surface is quite bumpy particularly in the braking zones  and very slippery at the start of the race weekend as it is used as public roads , the surface of which is full of small debris  . Nevertheless grip gradually increases during weekend  as the track is rubberized m which causes an increase in deceleration and brake stress in terms of wear and temperature .

     Turn 2 is considered the most demanding for the braking system .

 

2012 – 2011  braking data comparison chart

  Kurve 1 Kurve 2 Kurve 3 Kurve 4
Initial speed 2012  Km/h  :

305

294

289

293

Initial speed 2011  Km/h  :

307

286

280

281

Difference :

-2

8

9

12

Final speed 2012  Km/h :

173

99

160

127

Final speed 2011 Km/h :

165

95

143

84

Difference :

8

4

17

43

Stopping distance 2012 m :

68

99

61

79

Stopping distance 2011 m :

74

95

69

84

Difference : 

-6

4

-8

-5

Braking time 2012  sec :

1,07

2,04

1,03

1,46

Braking time 2011  sec :

1,16

1,99

1,24

1,67

Difference : 

-0,09

0,05

-0,21

-0,21

Maximum deceleration 2012 g :

5,76

5,47

5,32

5,43

Maximum deceleration 2011 g :

5,3

4,83

4,71

4,72

Difference : 

0,46

0,64

0,61

0,71

Maximum pedal load 2012 Kg :

152

144

140

143

Maximum pedal load 2011 Kg :

136

125

121

123

Difference : 

16

19

19

20

Braking Power KW 2012 :

2430

2230

2133

2202

Braking Power KW 2011 :

2215

1885

1806

1813

Difference : 

215

345

327

389

 

 

 

2012 – 2011  braking data comparison chart

  Kurve 5 Kurve 6 Kurve 8
Initial speed 2012  Km/h  :

300

303

246

Initial speed 2011  Km/h  :

286

290

246

Difference :

14

13

0

Final speed 2012  Km/h :

250

149

96

Final speed 2011 Km/h :

250

148

88

Difference :

0

1

8

Stopping distance 2012 m :

27

77

74

Stopping distance 2011 m :

19

70

80

Difference : 

8

7

-6

Braking time 2012  sec :

0,36

1,3

1,71

Braking time 2011  sec :

0,26

1,22

1,88

Difference : 

0,1

0,08

-0,17

Maximum deceleration 2012 g :

5,6

5,69

4,21

Maximum deceleration 2011 g :

4,84

4,91

1,88

Difference : 

0,76

0,78

2,33

Maximum pedal load 2012 Kg :

147

150

110

Maximum pedal load 2011 Kg :

123

127

105

Difference : 

24

23

5

Braking Power KW 2012 :

2324

2382

1430

Braking Power KW 2011 :

1891

1940

1365

Difference : 

433

442

65

 

 

 

    The braking pressure on the 2012 cars is slightly increased compared to previous season . Different tyre compounds in 2012 by Pirelli and evolved 2012 KERS units may well justify the observed difference .

 

 

 

data source : Brembo

 

 

Brembo Brakes – Main technical changes for 2012


The new brake systems have been developed to meet the constraints imposed by the latest FIA regulations and by the characteristics of the new tyres: two factors that will impact significantly on braking performance.
Now that blown diffusers have been banned, there will be less downforce on the rear end of the car than in 2011, with the result that a greater proportion of the braking force is transferred to the front axle. In addition, the new cars will need to be more controllable during application of the brakes; this is essential for best possible management of the entry into bends, and avoiding the damage caused by locking the wheels. Maximum control over the braking action is therefore crucial, and this the key attribute of the carbon material developed by Brembo.
Given that no substantial variations are envisaged in terms of grip, braking will not be influenced to any great degree by the new tyres, which have a squarer profile and are made of compounds designed to ensure consistent degradation.

The six teams supplied by Brembo require a brake system that is increasingly “tailor-made”, closely integrated with the design of the car and certain to undergo continual development during the course of the season.
The factors involved in customization of a system are its rigidity, signifying the most advantageous compromise between the various parts making up the corner assembly — wheel, hub carrier, disc and brake caliper — and control of the air flow through the wheel, which is a factor in determining the number of load points. Depending on their aerodynamic configuration, the cars will have spaces of varying dimensions in which to house the brake caliper, i.e. clearances, fixing angles and position relative to the suspension. Added to these variables, there is the choice of disc and pad thicknesses (within the range specified by FIA regulations).
On the other hand, all the teams using Brembo brakes are supplied with the same disc and pad materials — Brembo CER100 and Brembo CCR400, respectively.
 The aim is to render these compounds more manageable, given the wide ranges of torque and operating temperatures in play.

.credit : Brembo

Categories: 2012 Regulations Tags: ,

European GP –Valencia circuit braking analysis


 

 

Valencia street circuit main characteristics :

Length Km :  5.419 m
Number of laps: 

57

Type of brakings:  Hard
Number of brakings: 

11

Time spent under braking per lap: 

18%

 

 

2011 – 2010  braking data comparison chart

  Kurve 3 Kurve 5 Kurve 6 Kurve 7 Kurve 10
Initial speed 2011  Km/h  :

242

297

190

313

313

Initial speed 2010  Km/h  :

235

282

187

305

297

Difference :

7

15

3

8

16

Final speed 2011  Km/h :

117

78

75

79

67

Final speed 2010 Km/h :

126

81

75

82

69

Difference :

-9

-3

0

-3

-2

Stopping distance 2011 m :

69

114

60

121

127

Stopping distance 2010 m :

65

115

63

128

129

Difference : 

4

-1

-3

-7

-2

Braking time 2011  sec :

1,49

2,57

1,73

2,65

2,95

Braking time 2010  sec :

1,36

2,59

1,84

2,75

2,98

Difference : 

0,13

-0,02

-0,11

-0,1

-0,03

Maximum deceleration 2011 g :

3,88

4,91

2,81

5,23

5,23

Maximum deceleration 2010 g :

3,3

4,12

2,51

4,58

4,42

Difference : 

0,58

0,79

0,3

0,65

0,81

Maximum pedal load 2011 Kg :

102

129

73

138

137

Maximum pedal load 2010 Kg :

94

118

71

131

127

Difference : 

8

11

2

7

10

Difference : 

0

0

0

0

0

Braking Power KW 2011 :

1292

2022

715

2265

2263

Braking Power KW 2010 :

1034

1587

609

1899

1791

Difference : 

258

435

106

366

472

 

data source : Brembo

 

 

 

 

Categories: 2011 circuits Tags: , ,

HRT F111 – Rear axle winglets revisions


Australia and Malaysia– asymmetric

     It is very interesting to investigate HRT rear brake winglets development over season, which reflects in some occasions the different driving style between the two drivers of the team . Initially the F111 run with asymmetric winglets (red arrows).This asymmetric configuration offers sufficient grip to the inner rear car side, which is shadowed in a right hand turn , something important to reduce rear pitch sensitivity having in mind that both  Melbourne and Sepang circuits feature more right hand turns than left ( 10R/6L  , 10R/5L  respectively) .

China – Karthikeyan

China – Liuzzi

    Later the season at China two versions of symmetric configurations were applied on the rear axle. More experienced Liuzzi raced with single winglets while Karthikeyan raced with double winglets which offered a more stable rear end .

since Turkey

   Finally since Turkey both drivers race with symmetric rear axle winglets but increased in number up to three elements at each side . The brake winglets are considered to be part of the braking system and as long as they are within FIA dimension rules are considered to be legal .

Catalunya circuit braking analysis


 

Catalunya circuit main characteristics :

Brake Wear: high
Downforce Level: High
Time spent under braking per lap : 13 %

 
2011 – 2010  braking data comparison chart

Kurve 1 Kurve 2 Kurve 3 Kurve 4
Initial speed 2011  Km/h  :

315

289

254

264

Initial speed 2010  Km/h :

309

289

250

256

Difference :

6

0

4

8

Final speed 2011  Km/h :

143

150

107

158

Final speed 2010 Km/h :

165

177

121

168

Difference :

-22

-27

-14

-10

Stopping distance 2011 m :

94

74

79

54

Stopping distance 2010 m :

85

65

77

53

Difference : 

9

9

2

1

Braking time 2011  sec :

1,59

1,31

1,73

0,96

Braking time 2010 sec  :

1,37

1,04

1,58

0,92

Difference : 

0,22

0,27

0,15

0,04

Maximum deceleration 2011 g :

5,56

5

4,22

4,46

Maximum deceleration 2010 g  :

4,79

4,32

3,52

3,64

Difference : 

0,77

0,68

0,7

0,82

Maximum pedal load 2011 Kg :

143

129

108

115

Maximum pedal load 2010 Kg :

137

124

99

103

Difference : 

6

5

9

12

Braking Power KW 2011 :

2370

1971

1457

1594

Braking Power KW 2010 :

2017

1702

1187

1257

Difference : 

353

269

270

337

 

Kurve 5 Kurve 6 Kurve 7 Kurve 8
Initial speed 2011  Km/h  :

292

205

219

173

Initial speed 2010  Km/h :

291

200

218

177

Difference :

1

5

1

-4

Final speed 2011  Km/h :

78

147

136

81

Final speed 2010 Km/h :

85

152

158

95

Difference :

-7

-5

-22

-14

Stopping distance 2011 m :

115

36

45

52

Stopping distance 2010 m :

123

32

37

49

Difference : 

-8

4

8

3

Braking time 2011  sec :

2,73

0,75

0,95

1,58

Braking time 2010 sec  :

2,73

0,67

0,73

1,33

Difference : 

0

0,08

0,22

0,25

Maximum deceleration 2011 g :

5,06

3,09

3,44

2,61

Maximum deceleration 2010 g  :

4,39

2,59

2,94

2,32

Difference : 

0,67

0,5

0,5

0,29

Maximum pedal load 2011 Kg :

131

78

89

65

Maximum pedal load 2010 Kg :

126

72

83

62

Difference : 

5

6

6

3

Braking Power KW 2011 :

2008

842

1016

574

Braking Power KW 2010 :

1739

679

849

529

Difference : 

269

163

167

45

 

     The Circuit de Catalunya is a well known track to teams and drivers as it is one of the major winter destinations for testing . The braking stability especially in the slow speed corners is vital for a good lap and  most teams prefer to race 25mm brake discs and25 mmbrake pads .

 

Data : Brembo

 

 

 

 

 

 

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