Technical contributors：Mark Hughes and Giorgio Piola

技術(shù)顧問：馬克·休斯和喬治·皮奧拉

TECH TUESDAY: The very different Red Bull, Ferrari and?Mercedes solutions to one of F1’s key performance areas

「技術(shù)周二」紅牛、法拉利和梅賽德斯在F1關(guān)鍵性能領(lǐng)域的解決方案截然不同

In?assessing the respective performance patterns of the Red Bull, Ferrari and?Mercedes this season, a lot?of attention has been focused on their differing aerodynamic traits and how these are better or worse suited to each track layout. But relatively little has been discussed about a performance factor that’s at least as significant: how each of the RB18, F1-75 and W13 uses its tyres.

There are myriad factors feeding into tyre behaviour – notably weight distribution, suspension geometry, tyre pressures and brake bias – but perhaps the most crucial of all is how the brakes are used to indirectly control the tyre temperature via the wheel rims. It is an incredibly complex subject.

在評估紅牛、法拉利和梅賽德斯本賽季各自的性能模式時(shí)，很多注意力都集中在它們不同的空氣動力學(xué)特性上，以及它們?nèi)绾胃没蚋畹剡m應(yīng)每種賽道布局。但是，關(guān)于至少同樣重要的性能因素的討論相對較少：RB18、F1-75和W13的輪胎使用方式。

影響輪胎性能的因素有很多，特別是重量分布、懸架幾何結(jié)構(gòu)、輪胎壓力和制動偏壓，但最關(guān)鍵的可能是制動器如何通過輪輞間接控制輪胎溫度。這是一個(gè)極其復(fù)雜的課題。

The tyre’s optimum temperature (depending upon compound) is between 100-150 degrees C. The carbon brake discs around six inches away run at between 500-1,000-deg C. The requirement is to keep the tyres within their quite narrow operating temperature window, which is trickier to do with the undriven front tyres than the driven rears.

輪胎的最佳溫度（取決于化合物）在100-150攝氏度之間。六英寸外的碳制動盤在500-1000攝氏度之間運(yùn)行。要求是將輪胎保持在相當(dāng)窄的工作溫度范圍內(nèi)，這對于未驅(qū)動的前輪胎比驅(qū)動的后輪胎更為棘手。

The focus with cooling of the rear tyres is simply to divert the brake heat out and away from the wheel rim, but at the front sometimes it is advantageous to transfer more of that heat?into?the tyres in order that they come up to temperature in time for a qualifying lap, a race start or restart.

Brake ducts are used to channel the air as required. Those at the front, because their task is more complex than those at the rear, tend to be of a more intricate design – and this is where we see a big variation between the Red Bull, Ferrari and Mercedes.

冷卻后輪胎的重點(diǎn)僅僅是將制動熱從輪輞上轉(zhuǎn)移出去，但在前部，有時(shí)將更多的熱量轉(zhuǎn)移到輪胎中是有利的，以便它們在排位賽、比賽開始或重新開始時(shí)及時(shí)達(dá)到溫度。

制動管道用于根據(jù)需要引導(dǎo)空氣。前面的那些，因?yàn)樗麄兊娜蝿?wù)比后面的那些更復(fù)雜，往往設(shè)計(jì)得更復(fù)雜——這就是我們看到紅牛、法拉利和梅賽德斯之間巨大差異的地方。

Furthermore, the complexity of demands for the ducts has increased this year because of the regulation stipulation of a standardised wheel rim. Previously, teams designed their own rims, with differing patterns of indentations on their inner surface to give different surface areas and therefore different rates of heat absorption, according to the demands of the track and the car itself.

Also new in the 2022 regulations is the requirement to exit the brake cooling air through a single rearwards-facing outlet rather than out through the wheel spokes, where it would previously help accelerate the out-washed airflow coming around the front tyres.

此外，由于規(guī)則規(guī)定了標(biāo)準(zhǔn)化輪輞，今年對管道的需求也增加了。此前，車隊(duì)設(shè)計(jì)了自己的輪圈，根據(jù)賽道和汽車本身的需求，在輪圈的內(nèi)表面上有不同的凹槽圖案，以提供不同的表面積和不同的吸熱率。

2022年規(guī)則中的另一項(xiàng)新規(guī)定是，制動冷卻空氣必須通過一個(gè)面向后方的出口排出，而不是通過車輪輻條排出，這將有助于加速前輪胎周圍流出的氣流。

The channels within the ducts apportion how much of the incoming air goes directly to the brake disc, to keep it below the critical threshold at which the carbon would oxydise. There will be another channel directing the air to the brake caliper. Both flows then exit through the same rearwards-facing outlet.

Encasing these channels is a big carbon fibre drum which is there solely to contain the heat within the brake area, preventing too much of it seeping through the metal wheel rim and into the tyres. As a rule of thumb, every 10-deg C of rim temperature increases tyre temperature by around 1-deg C.

管道內(nèi)的通道分配了多少進(jìn)入的空氣直接進(jìn)入制動盤，以使其低于碳氧化的臨界閾值。將有另一個(gè)通道將空氣引導(dǎo)至制動卡鉗。然后，兩股氣流通過相同的后向出口流出。

包圍這些通道的是一個(gè)大的碳纖維鼓，它僅用于將熱量控制在制動區(qū)域內(nèi)，防止過多的熱量通過金屬輪輞滲入輪胎。根據(jù)經(jīng)驗(yàn)，輪輞溫度每升高10攝氏度，輪胎溫度就會升高1攝氏度左右。

Ferrari’s solution to this complex set of demands appears simpler than that used by Red Bull and Mercedes in that they have left the brake disc exposed within the big drum. On the other two cars, there are fairings within the area inside the drum which can be varied to apportion different flows to the disc, caliper and directly to the outlet.

From the respective performance patterns of the cars this season, it would seem that Ferrari’s system puts more heat into the rims and tyres, in that it almost never struggles for instant first lap front tyre performance – and the other two often do.

This could well be an important part of Ferrari’s super-strong qualifying performances this season. The downside, however, is that the rim temperature can continue to increase during a race stint, thereby overheating the tyres.

法拉利對這一復(fù)雜需求的解決方案似乎比紅牛和梅賽德斯使用的更簡單，因?yàn)樗麄儗⒅苿颖P暴露在大鼓內(nèi)。在另外兩輛車上，滾筒內(nèi)部區(qū)域內(nèi)有整流罩，可以改變整流罩的大小，以將不同的流量分配到圓盤、卡鉗和直接到出口。

從本賽季賽車各自的性能模式來看，法拉利的系統(tǒng)似乎將更多的熱量投入到輪輞和輪胎中，因?yàn)樗鼛缀鯊奈礊榈谝蝗η拜喬サ募磿r(shí)性能而掙扎過——而其他兩輛車通常都是這樣。

這很可能是法拉利本賽季超強(qiáng)排位賽表現(xiàn)的重要組成部分。然而，不利的一面是，在比賽期間，輪輞溫度會繼續(xù)升高，從而使輪胎過熱。

We saw this trait as recently as Japan, where Charles Leclerc managed to hold onto Max Verstappen’s Red Bull for three laps, both lapping two seconds faster than the rest of the field, before the Ferrari’s front tyres then began to overheat, allowing Verstappen to pull easily away and Sergio Perez’s Red Bull to catch up to the Ferrari by the end.

The phenomenon was also a factor in Verstappen’s defeat of Ferrari in the Imola Sprint race, Miami and Hungary.

我們最近在日本看到了這一特點(diǎn)，查爾斯·勒克萊爾（Charles Leclerc）在法拉利的前輪胎開始過熱之前，成功地將馬克斯·維斯塔潘（Max Verstappen）的紅牛保持了三圈，兩圈都比場上其他地方快了兩秒，讓維斯塔潘輕松拉開，塞爾吉奧·佩雷斯（Sergio Perez）的紅牛在終點(diǎn)追上了法拉利。

這種現(xiàn)象也是維斯塔潘在伊莫拉-斯普林特、邁阿密和匈牙利比賽中擊敗法拉利的一個(gè)因素。

For much of the season it seemed as if Mercedes had the best front tyre temperature cooling, typically with strong pace towards the end of stints. But the downside was that often the front tyres would not be up to temperature by the beginning of a qualifying lap.

Red Bull seemed to straddle the positions of Ferrari and Mercedes: better than Mercedes in qualifying but not as good as Ferrari, with better tyre life than Ferrari in the stints but not as good as Mercedes. Both Red Bull and Mercedes have improved their respective brake cooling compromises as the season has progressed.

It all underlines just how these differences have, under the new regulations, been accentuated in their importance to determining the competitive order.

在本賽季的大部分時(shí)間里，梅賽德斯似乎擁有最好的前輪胎溫度冷卻，通常在比賽結(jié)束時(shí)速度很快。但缺點(diǎn)是，在排位賽開始時(shí)，前輪胎往往無法達(dá)到溫度。

紅牛似乎跨越了法拉利和梅賽德斯的位置：排位賽上比梅賽德斯好，但不如法拉利，輪胎壽命比法拉利短，但不如梅賽德斯。隨著賽季的進(jìn)展，紅牛和梅賽德斯都改進(jìn)了各自的剎車?yán)鋮s折衷方案。

這一切都突顯了在新規(guī)則下，這些差異在決定競爭方面的重要性。