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向大佬们请教ts040的可形变尾翼原理,以及为什么能通过赛后

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向大佬们请教ts040的可形变尾翼原理,以及为什么能通过赛后车检


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来自iPhone客户端1楼2020-11-16 12:01


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    2楼2020-11-16 12:05


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      3楼2020-11-16 12:09
        碳纤维适度形变没问题的
        F1以前很多尾翼上碳纤维后,也是巧妙利用形变来增加下压力



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        来自Android客户端4楼2020-11-16 12:38
          说错了,高速性能


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          来自Android客户端5楼2020-11-16 12:42
            但我觉得吧主那个gif有些不太正确,中间的连接是为了控制形变程度


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            来自Android客户端6楼2020-11-16 12:45
              So the latest news is that it has come to light that, following a meeting of the Technical Working Group a few weeks ago, the FIA has taken Toyota's concept into consideration and deemed that the wing mounting (the wing mounting mind you) is, "...(is) not acceptable at future WEC races." Therefore the expectation is that Toyota's rear wing drag reduction system will no longer be on the TS040 at the Austin WEC round. The statement is less definitive than one would have thought and certainly makes one wonder why it was deemed acceptable at past WEC events. So is that the end of it? My only suggestion is to keep an eye on Toyota's rear wing at future events.


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              7楼2020-11-16 12:58
                2014年还有这个,当时对手知道丰田有自动调节刹车比系统后,就去举报,不过不知道后来这套系统还有没有用。
                https://www.racecar-engineering.com/news/toyota-braking-system-deemed-illegal-at-le-mans/#:~:text=The%20brake%20by%20wire%20layout,the%20car%20manages%20it%20automatically.


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                8楼2020-11-16 13:11
                  Why this system is on the car begs the question. The FIA are clearly aware and we've witnessed Porsche correcting their car to legal status either under direct pressure or concerns of post-race ambushing. This is a much bigger deal than the flexing engine cover given the larger performance gain. And it's a more flagrant skirting of the regulations. As I understand it: the FIA are aware of the system, the car has passed scutineering, and the competitors are screaming bloody murder.


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                  9楼2020-11-16 13:38
                    保时捷这个变形引擎罩是在勒芒测试前几天的车身部件,尾翼形变测试中被发现了,但为什么丰田的这个没有被人发现呢,原因就是FIA为了防止在压力测试中作弊,在测试尾翼的时候就没有装上两侧的端板。具体看这段话:
                    The big question is how does it pass the deflection test? This is actually rather straight forward. In this case, the load test is carried out with the endplates disconnected from the bodywork and thus the wing assembly is allowed to rotate to its stop (2) before the load test apparatus is attached. So only normal deflection will ever be seen. One has to wonder what the scrutineers make of all that as clearly the way the wing assembly is tested isn't the way the car runs on the track... Turns out the regulations actually mandate that the wing assembly is tested with the endplates detached (Art 3.6.2 c/). The point being that the FIA doesn't want the car designers to rely at all on the endplates handling the rear wing loads in case of an accident. So sound thinking in that regards. However, the car would still be presented at scrutineering with a wing that was clearly out of its operating angle of attack given the extreme nose up.


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                    11楼2020-11-16 14:12
                      这种空气动力套件设计思路有点类似458 Italia前唇翼片和SF70底板


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                      来自Android客户端12楼2020-11-16 16:31