安东内利与梅赛德斯在马德里如何把握运气
安东内利赢得F1西班牙大奖赛，兰斯·斯特罗尔退赛引发的虚拟安全车出现在完美时机，改变了原本看似将由诺里斯获胜的比赛走势。VSC部署时诺里斯已驶过维修区入口，而安东内利在最后一刻进入维修区完成进站，取得虚拟领先。
基米·安东内利与梅赛德斯在马德里如何把握自己的运气
安东内利在马德里的胜利很大程度上归功于幸运的VSC时机，但这位意大利车手和梅赛德斯也发挥了作用，确保他们能够利用这一机会。
毫无疑问，一切对基米·安东内利赢得F1西班牙大奖赛而言都恰到好处。
兰斯·斯特罗尔退赛引发的虚拟安全车出现在完美时机，改变了原本看似注定将以兰多·诺里斯获胜告终的比赛走势。
VSC部署时，诺里斯已经驶过维修区入口，没有机会冲进维修区。另一方面，安东内利在最后一刻设法进入维修区，完成进站并取得大奖赛的“虚拟”领先，恰好插在尚未进站的夏尔·勒克莱尔身后。
虽然运气发挥了作用，但背后还有一个故事，展示了梅赛德斯如何应对不断变化的局势——以及安东内利本人如何帮助创造了等待VSC再进站所需的时间差。
黄旗出示、赛事工程师彼得·邦宁顿通过无线电提醒安东内利的那一刻，这位意大利车手立即减速以争取时间。这对于让他更有机会不像诺里斯那样错过维修区入口是必要的——因此这位意大利车手选择放慢速度。
所有车手在黄旗下都必须减速，但安东内利在经过斯特罗尔停车的20号弯时，减速幅度远大于其他人。他在该赛段比诺里斯和维斯塔潘损失了几分之一秒——但这样做为他的车队赢得了做出决定的时间。
基米·安东内利遥测数据对比
将第14圈的数据与VSC部署前的第13圈相比，这一点更加明显。黄旗出示后，安东内利通过19号弯时比上一圈慢29公里/小时。随后他到达斯特罗尔赛车停下的20号弯刹车区时慢了24公里/小时，因为他更早松开了油门。
目标是最大化在中立化状态下进站的机会，而不仅仅是满足要求车手在黄旗下减速的规则。
要理解这位意大利车手故意减速的程度远超要求，可以将其遥测数据与同一圈落后他六秒的马克斯·维斯塔潘进行对比。
在同样的黄旗条件下，VSC部署前，维斯塔潘通过19号弯时比安东内利快15公里/小时，到达20号弯刹车点时快18公里/小时，比意大利人更晚松开油门。
但安东内利的行动只是整个过程的一部分。梅赛德斯维修墙已经预判VSC可能出动，使车队和车手能够在赛事控制中立化比赛时立即做出反应。
基米·安东内利的遥测数据与马克斯·维斯塔潘的对比
“就我而言，时机完美：Bono在最后一赛段提醒我虚拟安全车可能出动，所以我松开了油门，”安东内利赛后说。“我故意稍微减速，看看能否在维修区入口前正好赶上VSC，结果非常好。”
正如安东内利所解释的，他的赛事工程师在赛事控制正式启动VSC之前就提醒他VSC可能部署，因为维修墙的实时分析表明中立化极有可能发生。
这促使安东内利进一步减速，为自己和维修墙争取更多时间，以便在VSC被叫出时做出反应。
一看到VSC信号，安东内利就冲进了维修区。
梅赛德斯车队领队托托·沃尔夫强调了信息从策略组传到安东内利的速度有多快，称整个过程大约用了三秒钟。
“指挥链、流程都很棒，”沃尔夫说。
“策略组显然已经考虑到了，然后有人说，‘阿斯顿·马丁撞在墙上，这不会很快清理完’。然后从策略组到Bono，Bono复核，Bono再到Kimi，就这样。我们说的是三秒钟。”
无法判断安东内利自己的行动在这次事件中是否起到了决定性作用，但这很可能成为他阅读比赛能力的又一例证。VSC的时机确实对他有利，但通过预判VSC而松开油门，为自己和车队争取到额外的几分之一秒来做出正确决定，很可能为他赢得了这场比赛。
英文原文
How Kimi Antonelli and Mercedes made their own luck in Madrid
Antonelli's Madrid victory owed plenty to fortunate VSC timing, but the Italian and Mercedes also played their part in making sure they could take advantage
There’s no doubt everything fell perfectly into place for Kimi Antonelli to win Formula 1's Spanish Grand Prix.
The virtual safety car triggered by Lance Stroll’s retirement came at the perfect moment, changing the course of a race that, until that point, had seemed destined to end with victory for Lando Norris.
Having already passed the pitlane entry by the time the VSC was deployed, Norris had no chance to dive into the pits. Antonelli, on the other hand, managed to enter the pitlane at the last second, complete his stop and take the 'virtual' lead of the grand prix, slotting in just behind Charles Leclerc, who had yet to pit.
While luck played its part, there is a backstory that shows how Mercedes reacted to the developing situation – and how Antonelli himself helped create the margin needed to wait for the VSC before pitting.
The moment the yellow flag came out and Antonelli was alerted over the radio by his race engineer Peter Bonnington, the Italian immediately backed off to buy time. That was necessary to give himself better chances of not missing the pitlane entry like Norris – so the Italian opted to slow down.
All drivers must slow down under yellow flags, but Antonelli decelerated considerably more than the others while passing Turn 20, where Stroll stopped. He lost several tenths to both Norris and Verstappen in that section of the track - but in doing so gained those for his team to make a call.
Comparison of Kimi Antonelli's telemetry data
This becomes even clearer when comparing the data from lap 14 with lap 13, before the VSC was deployed. Once the yellow flag was shown, Antonelli went through Turn 19 29km/h slower than on the previous lap. He then reached the braking zone for Turn 20, where Stroll’s car had come to a stop, 24km/h slower, having lifted off much earlier.
The goal was to maximise the chance of making a pitstop under the neutralisation, and not just satisfy the regulations, which require drivers to slow down under yellows.
To understand just how much the Italian deliberately slowed down beyond what was required, it is useful to compare his telemetry with Max Verstappen’s from the same lap, with the Dutchman running six seconds behind him.
Under the same yellow-flag conditions, before the VSC was deployed, Verstappen was 15km/h faster than Antonelli through Turn 19 and reached the braking point for Turn 20 18km/h quicker, lifting later than the Italian.
But Antonelli's actions were only one part of the process. The Mercedes pitwall had already anticipated that a VSC was likely, allowing the team and driver to react immediately if race control neutralised the race.
Kimi Antonelli's telemetry compared to Max Verstappen's
"In my case, the timing was perfect: Bono warned me in the final sector that a virtual safety car might come out, so I lifted off," Antonelli said after the race. "I slowed down a bit on purpose to see if I could catch the VSC right before the pit entry, and it worked out great."
As Antonelli explained, his race engineer alerted him that a VSC might be deployed even before race control officially activated it, because the pitwall’s real-time analysis suggested a neutralisation was highly likely.
That prompted Antonelli to back off further, giving both himself and the pitwall more time to react if the VSC was called.
As soon as he saw the VSC signal, Antonelli dived into the pitlane.
Mercedes team principal Toto Wolff highlighted how quickly the information had travelled from the strategy team to Antonelli, saying the entire process had taken around three seconds.
"The chain of command, the process was great," Wolff said.
"The strategy group had it on their mind, obviously, and then someone said, 'That's not going to clear quickly with the Aston Martin in the wall'. And then it was strategy to Bono, Bono double-checked, Bono to Kimi, and that was all. We're talking about three seconds."
It's impossible to tell whether Antonelli's own actions made the difference in this case, yet it could well serve as another example of his ability to read the race. The VSC timing certainly played in his hands, but giving himself and the team additional extra tenths of seconds to make the right call by lifting off in anticipation of VSC may well have earned him the race win.
Motorsport.com ·
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