加里·安德森解析奥迪F1巴库重大升级
奥迪在阿塞拜疆大奖赛带来本赛季最全面的赛车升级，涉及前翼、侧箱、底板边缘、冷却出口和尾部细节。加里·安德森逐一分析这些新部件如何协同管理前轮周围气流，并指出中游车队升级竞争同样激烈。
鉴于奥迪在阿塞拜疆带来了如此多的新部件，它应该获得本赛季最全面赛车升级的奖项。
然而，关键在于这些部件如何协同工作——而不是一堆零件的杂乱拼凑。
一如既往从前翼开始，它看起来是一个全新的套件。主翼现在在外侧有更明显的上翘，仍然整合在前翼端板的踏板中，而襟翼组件似乎更靠内侧加载。
这两项改动都将改善绕过前轮内侧的气流一致性，尤其是在施加不同转向锁角度时。
前翼端板前缘三维效应的增强将增加外洗，从该端板伸出的蓝色高亮水平翼片弯度减小，以及轮胎正前方橙色小翼尺寸和细节的增加，也会起到同样作用。
奥迪几乎是唯一将前翼作动器安装在翼面上表面的车队。奥迪没有隐藏它，而是减小了它的尺寸。
所有这些开发可以归为一组，以更好地管理绕过前轮和车轮组件内侧及外侧的气流。
F1是开轮式赛车，轮胎是F1车队在空气动力学上必须应对的最显眼的阻碍之一。这一区域的变化会对下游产生影响，因此这些改动促使奥迪推出了一个非常全面的升级套件。
奥迪独特的（在迈凯伦推出新侧箱套件之前）侧箱前缘和散热器进气口也经过了修改，现在底板前缘有一个略微更圆润的部分。这可能是为了更顺应气流，因为气流会分离以进入底板前缘下方和/或绕过底板侧面。
实际侧箱也发生了变化，上表面现在允许更多下洗，随之而来的是冷却出口系统的改变。
奥迪从一系列百叶窗改为更常见的开口。这要求将洋红色高亮部分分为两部分：前部在后端有一个开口，后部的前缘被封闭，看起来非常圆润。
延续管理前轮周围气流的主题，下一个问题是——如何优化这个新的和修订后的流动结构？
这个洋红色高亮的外侧底板边缘看起来没有太大不同。在挡板区域后面似乎有一个更激进的小上翘部分；它只是一个刀刃边缘，由于上下表面的压力差，应该会沿其长度产生涡流，帮助密封底板的那个区域。
为了完善这个底板细节，奥迪还重新审视了后轮接触面之前的翼片。这与我之前所说的管理轮胎造成的阻碍周围的气流是一致的。
最大化这一区域的外洗意味着减少内洗，内洗会破坏扩散器的气流结构，降低其效率。
小细节也很重要，因为它们都会累积。Halo与头枕前缘交界处的这个区域很容易产生湍流，影响车手头部的稳定性。这个小翼将有助于持续管理部分湍流。
现在有四个相当大的冷却出口开口。冷却系统的工作原理是散热器芯两侧的压降：进气口正压，出口负压。增加正压非常困难，因为它由车速产生，但更大、位置更好的开口可以相当容易地增加出口的负压。重要的是尽量减少这些开口引起的下压力损失。
奥迪还改变了扩散器两侧从这些更长且重新定位的底板支撑杆获得支撑的角度，这些支撑杆用绿色高亮显示。
没有任何方面被遗漏。后翼后缘修整细节也经过了重新审视。
空气动力学，与冷却出口一样，实际上取决于赛道，因此根据赛道要求，它可以在比赛周末过程中进行调整。
中游的战斗即使不比前排更激烈，也同样激烈。每一分前面都有潜在的美元符号。
阿尔派在几场比赛前推出了重大升级，威廉姆斯带着重大升级来到巴库，主要是减重——现在轮到奥迪展示其开发成果了。谁迈出了最大的一步？
希望本周末我们能得到一些迹象。奥迪到目前为止表现不佳——但巴库是一条奇怪的赛道。
英文原文
Audi should get the prize for the most comprehensive car update this season given how many new parts it has brought to Azerbaijan.
However, it’s all about how it works together - and not just about a jumble of parts.
Starting as always with the front wing, it looks like a completely new package. The mainplane now has a more defined upsweep going outboard, still integrated into the footplate of the front wing endplate, while the flap assembly appears to be loaded further inboard.
Both of these changes will improve the consistency of the airflow going around the inside of the front tyre, especially when varying degrees of steering lock are applied.
The increase in the three-dimensional effect on the leading edge of the front wing endplate will increase the outwash, as will the reduction in the camber of the blue-highlighted horizontal vane coming out of that endplate and the increase in size and detail of the small orange vane just in front of the tyre.
Audi is more or less alone in that its front wing actuator is mounted on the wing’s upper surface. As opposed to hiding it, Audi has decreased its size.
All of these developments could be grouped together as one development to better manage the airflow going around the inside and outside of the front tyre and wheel assembly.
F1 being an open-wheel formula, the tyres are one of the most obtrusive blockages that F1 teams have to aerodynamically deal with. Changes in this area can have consequences further downstream, so these changes have led Audi into a very comprehensive update package.
Audi's unique (until McLaren introduced its new sidepod package) sidepod leading edge and radiator inlet have also been modified in that there is now a slightly more bulbous section at the floor leading edge. This is probably to be more sympathetic to the airflow as it separates to go under the floor’s leading edge and/or around the side of the floor.
The actual sidepods have also changed, with the upper surface now allowing more downwash and, with that, a change to the cooling exit system.
Audi has gone from an array of louvres to a more common opening. This has required the magenta-highlighted section to be made into two sections: the front part with an opening at the rear and the rear section’s leading edge blocked off, which looks very bulbous.
Continuing that theme of managing the airflow around the front tyres, the next question is - how can you optimise that new and revised flow structure?
This magenta-highlighted outer floor edge doesn’t look very different. There seems to be a small more aggressive turned-up section just behind the bargeboard area; it’s simply a knife edge which should, because of the difference in pressure on the top and bottom surfaces, produce a vortex along its length, helping to seal that area of the floor.
To complete this floor detail, Audi has also revisited the vanes in front of the rear tyre contact patch. This is in line with what I said earlier about managing the airflow around the blockage created by the tyres.
Maximising the outwash in this area means there is less inwash, which disrupts the airflow structure to the diffuser, reducing its efficiency.
Small details also count, as they all add up. This area of the intersection between the halo and the leading edge of the headrest can very easily create turbulence that affects the stability of the driver’s head. This small vane will help to consistently manage some of that turbulence.
There are now four fairly large cooling exit openings. The cooling system works because of the pressure drop across the radiator cores: positive pressure on the inlet, negative pressure on the outlet. It’s very difficult to increase the positive pressure as that is generated by car speed, but a larger, better-positioned opening can fairly easily increase the negative pressure at the exit. The important thing is to minimise the downforce losses that any of these openings induce.
Audi has also changed the angle of support that the diffuser sides are getting from these longer and repositioned floor stays that are highlighted in green.
Nothing has been left unaddressed. The rear wing trailing edge trim details have also come under review.
The aero, as with the cooling exits, is in reality circuit-dependent, so depending on the circuit requirements it can be altered as the race weekend progresses.
The battle in that midfield is just as intense, if not more so, than the battle up front. Every single point has potential $ signs in front of it.
Alpine introduced its big upgrade a few races ago, Williams came to Baku with a big upgrade, mainly a weight reduction - and now it’s Audi’s turn to air its developments. Who has taken the biggest step?
Hopefully we will get an indication this weekend. Audi has not fared well so far - but Baku is a strange circuit.
The Race ·
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