thisisatest wrote:did anyone notice how slowly the rear shock extends once it comes to rest?
Yeh, I saw that too, I was wondering if it was a way of slowly raising the rear of the car without detaching air from the diffuser after they hit a kerb in a tight corner.
The second photo posted by Blanchimont is interesting. It shows the underside of the KW 7-post rig. The rig was supplied by Servotest (I think, although the paintwork is unfamiliar) - which means it is the same as RBR's rig, although that has been modified.
The four large actuators control the wheelpan positions. The two smaller actuators (actually there are 3, one is hidden behind the rear left wheelpan actuator - assuming the closest is the front left) are downforce (D/F) actuators operating under load control.
Notice the anti-rotation post mounted across the load cell (most clearly seen on the front right wheelpan actuator). This is a cunning device designed to stop the wheelpan rotating - and corrupt load cell readings....
Notice also the "spring box" mounted in series with the D/F actuators. This is intended to allow the actuators to move without actually braking the vehicle. The control system uses the output of velocity transducers, one of which appears to grow from the "W" of KW. Again, there will be a total of three of these and the measured outputs are used to estimate the velocity of the sprung mass at the actuator attachment points, which is then fed-forward to minimize the differences between actuator velocity & vehicle velocity (hence minimizing the deflection of the spring box). If that makes sense....
You might be interested to compare the top of the wheelpans in the first photo with the RBR wheel pans. WB have mounted devices designed to prevent the vehicle falling off the rig. I do hope that WB have measured the live mass added - any error there will corrupt contact patch load measurements. Note also that the PTFE (I guess) faces are rigidly attached to the wheel pans - compare that with the RBR loose faces which are "poor man's" slip plates. Attached faces will affect the stiffness of the tyres.
The three D/F actuators are intended to load the sprung mass with "deterministic" forces, aerodynamics, the moments caused by lateral and longitudinal accelerations, etc. The wheelpan actuators react these forces (all vertical) and contribute road-surface inputs though the tyres.
thisisatest wrote:did anyone notice how slowly the rear shock extends once it comes to rest?
Yeh, I saw that too, I was wondering if it was a way of slowly raising the rear of the car without detaching air from the diffuser after they hit a kerb in a tight corner.
The reason for this is the applied cosine taper on the input-signals. We are doing this because normally our track replays start on straights, therefore you have a certain speed. With this taper you eliminate a hard impact on the start and a hard release in the end.
wesley123 wrote:1. Why would they show such secrets in a promo video?
Wesley, I see no secrets there... everybody inside F1 knows about those kind of tests, and if there is people who doesnt, well, frankly I dont think they can discover "secrets" watching that video...
"You need great passion, because everything you do with great pleasure, you do well." -Juan Manuel Fangio
"I have no idols. I admire work, dedication and competence." -Ayrton Senna
wesley123 wrote:1. Why would they show such secrets in a promo video?
Wesley, I see no secrets there... everybody inside F1 knows about those kind of tests, and if there is people who doesnt, well, frankly I dont think they can discover "secrets" watching that video...
I am not talking about the test, I was talking about the flex, which according to strad and lotus7 really special.
I'm not talking about showing off their rig, I'm about showing their flexi parts, which started on the RB6 and not the RB5
wesley123 wrote:
I am not talking about the test, I was talking about the flex, ....
My comment applies for this, too.
Point of my whole post was that the flex was nothing special, contrary of what lotus7 and strad believed.
Why do you read so much into things?
What was said initially was half with tongue in cheek....are they testing how much flex the can get away with? I don't know,,,do you?
Do you NOT think some kind of limits of flexability testing is being done?
To achieve anything, you must be prepared to dabble on the boundary of disaster.”
Sir Stirling Moss
strad wrote:Do you NOT think some kind of limits of flexability testing is being done?
I don't. Looks like a durability test. Not unlike an OEM with test rigs that open and shut car doors over and over again. A flex test would likely be on a static load rig or wind tunnel.
Anyone have that super slow motion video from a few years ago? Bunch of F1 cars at a race track. Maybe Hockenheim? Even as of a few years ago, wings bounce and move all over the place.
Grip is a four letter word. All opinions are my own and not those of current or previous employers.
lotus7 wrote:And there's your flexi nose , right at the start of the vid .
There you said it, seemed to me like you meant the flex like we had seen on the front wings of Red Bull over the past 3 years, which is special compared to just regular flex, which everything does if you apply enough forces.
