汉密尔顿与劳森在阿塞拜疆练习赛中的危险事件为何未引发规则改变
在阿塞拜疆大奖赛周四的二练中，汉密尔顿因阻挡劳森被训诫，但车手们提出的修改18、19号弯能量管理规则的方案在车手简报会上被车队否决。
为什么阿塞拜疆大奖赛练习赛中“危险”的汉密尔顿-劳森事件没有引发规则改变
车手简报会上讨论了针对18号和19号弯的替代方案，但随后被车队否决
刘易斯·汉密尔顿因在周四的二练中阻挡利亚姆·劳森而被训诫，但事情并未就此结束。
甚至在巴库城市赛道上一辆车都还没跑之前，就已经有人担心，赛车在最后几个弯道为回收或保存电能而慢速行驶，可能对正在飞驰圈的车手构成危险。
往年，即使是不做计时圈的车手，也会以相当快的速度通过16至19号弯——一个左弯接两个小弯，然后进入主直道。但如今为了给直道保留电能，在这个区域飞驰的车手和即将开始全力冲刺的车手之间出现了巨大的速度差。
汉密尔顿和劳森之间的事件正是车手们所担心的典型例子：汉密尔顿当时在出场圈，已被告知劳森正在飞驰圈接近。汉密尔顿以为自己有足够的余量，但被现实打了个措手不及，因为在当前这一代赛车中，可用的电能助推量是由软件控制的。
在这种情况下，车手无法在赛车到达主直道上某个预定地点之前调用全部动力——否则电池会过早开始消耗并进入“降功率”阶段，从而损失极速。
为长直道保存电量的需要，使前面的弯道变得潜在危险
“我能看到他，我以为差距够了，就全油门了，”汉密尔顿在二练后说。
“就在我进入18号弯时，赛车突然没劲了。差距一下子被大幅缩小，这种事可能发生在任何人身上。”
当时，劳森不得不转向以避开慢速行驶的法拉利，他在无线电中情绪激动地抱怨：“哦我的天，这太他妈危险了，”他抱怨道。
等肾上腺素消退后，劳森同意了汉密尔顿的看法。
“仔细想想，你其实做不了什么，”他说。
“刘易斯从16号弯出来时全油门，他离我有两三秒，通常这足够了，但速度差实在太大了。他没有释放任何电能，而我释放了全部，速度差达到60、70、80公里/小时，这很糟糕。
“问题是，如果他在18号弯之前让开并减速，而我后面还有另一辆车，那速度差就巨大了。所以这是我们今晚必须研究的事情。
“如果有什么能做的，说实话必须在16号弯之前，因为一旦你出了那个弯，就已经无法回头了。”
周末开始前，赛事总监鲁伊·马克斯在其例行简报文件中为车手如何应对这一路段制定了明确指南。
“出场圈或慢速圈的赛车应从16号弯出口到18号弯入口一直靠最左侧（即不要在赛道中间‘偏离赛车线’），”竞赛须知中写道。
“我们认为，车队/车手可以并且应该在18号弯之前管理好交通间隙（在靠最左侧的前提下尽可能慢），以确保他们能在18号弯顶点和19号弯顶点之间通过时，不会阻挡正在尝试做出有竞争力圈速的接近车辆。
“出场圈或慢速圈的赛车应在19号弯出口靠‘最’右侧，直到达到相应速度以开始下一圈。”
汉密尔顿在二练事件后受到训诫的原因之一，是他没有遵守靠最左侧行驶的指令。但他认为需要更好的解决方案——也许让车手在该路段获得更多动力。
出场圈的车手被指示在16号弯后靠赛道“最左侧”行驶
“我们会在车手简报会上讨论，看看能做什么，”他说。
“他们应该做的是，在单圈中，当我们做飞驰圈时，我们在最后一个弯获得最大动力。当你通过19号弯（直道前的最后一个弯）时，它会重置，然后你比另一辆车多一点动力。
“18号和19号弯应该永远没有人慢速通过。即使你在慢速圈，你也必须全功率全速通过18号和19号弯。那样就意味着永远没人在那个路段慢速行驶。”
Motorsport.com了解到，这确实在周四晚的车手简报会上讨论过，但最终被车队否决。这种情况类似于赛季揭幕战澳大利亚大奖赛周末，当时阿尔伯特公园赛道的9号弯被车手描述为在新技术规则下“不靠谱”，因为它位于五个直线模式（SLM）区域之一的末端，赛车的主动空气动力学在此展开。
在三练前，FIA宣布取消该SLM区域，但在车队反对后不得不恢复原格式。在那里，如同本周末在阿塞拜疆一样，其理由被理解为技术和性能相关：取消该SLM区域将破坏车队为规划能量管理所做的所有工作。
因此，赛事总监最初的“靠左”指令将在巴库的三练和排位赛中继续有效。
英文原文
Why "dangerous" Hamilton-Lawson incident in Azerbaijan GP practice hasn't led to change
Alternative proposals for Turns 18 and 19 were discussed during the drivers' briefing but then rejected by teams
Lewis Hamilton was reprimanded for impeding Liam Lawson during Thursday's second practice in FP2 but this wasn't the end of the matter.
Even before a single car had turned a wheel on the Baku City Circuit, concerns had been raised about how cars running slowly to harvest or conserve electrical energy through the final corners could represent a hazard to those on a push lap.
In previous years, even those cars not trying to set a timed lap would travel reasonably quickly through Turns 16-19, a left-hander followed by two kinks leading onto the main straight. But the need to preserve electrical power for the straight means there are now huge disparities in speed between those pushing through this area and those just about to open a full-send lap.
The incident between Hamilton and Lawson was a textbook example of what the drivers had feared: Hamilton was on an out-lap, and had been warned Lawson was approaching on a flying lap. Hamilton thought he had enough margin but was caught out because, in the present generation of cars, the amount of electrical boost available is governed by software.
In this case, the driver cannot command full power until the car arrives at a predetermined point on the main straight – otherwise the battery would begin to deplete and enter the ‘ramp-down' phase too early, costing top speed.
The need to preserve battery levels for the long straight has made the preceding corners potentially dangerous
"I could see him, I thought the gap was enough, I got to full throttle," Hamilton said after FP2.
"Literally as I got into [Turn] 18, the car just died. Swamped up the gap massively and that could happen to anyone."
At the time, Lawson, who had to swerve to avoid the slow-moving Ferrari, took to the radio to emote vociferously: ""Oh my god, that is so ****ing dangerous," he complained.
Once the adrenaline had subsided, Lawson agreed with Hamilton.
"There's not really a lot you can do when you look at it," he said.
"Lewis comes out of [Turn] 16 in his full throttle, he's got two or three seconds to me which is normally plenty of gap but the speed difference is just so big. He's not deploying anything, I'm deploying everything and you have 60, 70, 80 km/h speed difference, which is bad.
"The problem is if he gets out of the way before 18 and slows down, if there's another car behind me then the speed difference is enormous. So it's something we have to look at overnight.
"If there's something we can do, it's going to have to be before 16 honestly because once you come out of that corner and you're committed."
Ahead of the weekend, race director Rui Marques set out clear guidelines in his regular briefing document for how drivers should tackle this section.
"Cars on out laps or slow laps should keep extreme left (i.e. not "offline" in middle of track) from exit T16 through to entry T18," said the competition notes.
"We consider that teams/drivers can and should manage traffic gaps before T18 (going as slowly as required being on the extreme left) to ensure that they can transit between the apex of T18 and apex of T19 without impeding an approaching car that is trying to set a competitive lap time.
"Cars on out laps or slow laps should keep "extreme" right exit T19 until they achieve relevant speed to open the following lap."
Among the reasons for Hamilton receiving a reprimand after the FP2 incident was that he had failed to obey the instruction to stay on the extreme left. But he felt that a better solution was required – perhaps to enable drivers to have access to more power through that section.
Drivers on out-laps are instructed to stay on the "extreme left" of the track after Turn 16
"We'll talk about it in the drivers briefing, about what we could do," he said.
"What they should do is on a single lap, when we're doing a pushing lap, we get max power out of the last corner. When you come through 19 [the final kink before the straight section], it resets, and then you have a little bit more power than the other car.
"There should just be nobody going slow ever through 18 and 19. Even if you're on a slow lap, you still have to go flat out through 18 and 19 with full power. That would mean no one's ever going slow through that section."
Motorsport.com understands that this was indeed discussed during Thursday night's drivers' briefing, but was ultimately vetoed by the teams. The scenario is similar to that in the season-opening Australian Grand Prix weekend, when Turn 9 on the Albert Park circuit was described by the drivers as "sketchy" under the new technical regulations, because it came at the end of one of five straightline mode (SLM) zones where the cars' active aerodynamics are deployed.
Ahead of FP3, the FIA announced it was removing that SLM zone, only to have to revert to the original format after pushback from the teams. There, as in Azerbaijan this weekend, the rationale was understood to be technical and performance-related: removing that SLM zone would undo all the work the teams had done to plan their energy management.
As such, the race director's original "keep left" instructions will stand for FP3 and qualifying in Baku.
Motorsport.com ·
内容来自公开信源，聚合内容版权归原作者与来源所有。