http://www.f1technical.net/news/3592 Although the current Hockenheim layout inevitably invites unfavourable comparison to the ‘classic’ – and rather uninspired – traditional circuit that existed until 2001, it has been the scene of close, exciting racing in recent years. Sat in the middle of a pine forest, the race is typically run in sweltering conditions with high humidity. This makes life hard for the tyres, particular at the rear of the car owing to numerous slow corners and traction events. 雖然現今的Hockenheim被大幅修改後 無可避免比2001年前的黑森林版本來得不吸引人 不過它仍然是一條具有挑戰性的賽道 座落在森林中 氣候條件濕熱 又有好幾個低速彎 如此一來對於輪胎(特別是後輪)的磨耗是一大考驗 Downforce In an ideal world, Hockenheim would demand medium downforce levels to find the best compromise for optimum lap-time, as we need grip in the medium-speed corners towards the end of the lap. However, we do not work – and more importantly race – in an ideal world. Like all Tilke tracks, Hockenheim features long straights followed by slow corners that make overtaking possible. As such, the downforce settings we use leave the drivers short of grip in the stadium section in order to have the top speed necessary to defend position – and overtake rivals. Thus, we end up running medium-low downforce levels – much as in Bahrain, for example. 下壓力方面 最理想的設定是中下壓力 如此可以較為容易找出有利單圈時間的設定 (配合最後一個中速彎的抓地力需求) 然而特別是在決賽時並不全然如此 Hockenheim本身有一個長直的路段配上低速彎 這樣的佈局增加了不少超越的機會 因此下壓力會設定稍低好讓極速提升(類似巴林站的設定) Suspension The long straights and slow corners of Hockenheim demand contrasting suspension set-ups: stiff to maintain aerodynamic performance at high speed, and soft for optimum mechanical grip. In general, we will achieve this with relatively soft settings, and bump rubbers to maintain stable ride heights at speed. The car is run with a forward mechanical bias (stiffer at the front than the rear) in order to optimise grip under traction and braking. Indeed, braking stability is particularly important at this circuit at turn 6 – where the cars slow by more than 200 kph – is the key overtaking opportunity. We therefore pay detailed attention to this area. 懸掛方面為配合長直路段加上低速彎的組合 因此硬度必須足以讓空力發揮高速時的效益 柔軟度也必須足夠維持抓地力 一般而言採取相對較軟的設定 為配合循跡和煞車的運作達成最家抓地效果 前懸掛硬度又較後懸掛高 也因此煞車的穩定性在第六個彎特別顯得重要(這裡是一個絕佳的超越點) 在這方面是一個需要密切注意的環節 Circuit characteristics Conditions at Hockenheim are traditionally extremely hot, with some of the highest track temperatures of the whole year. The heavy traction demands of the circuit means that the rear tyres are often the focus of much attention, in order to control the risk of blistering and avoid excessive wear that will make the car balance unstable. Furthermore, the circuit has the unusual characteristic of narrowing significantly where the new tarmac joins the old, particularly in turn 12. This is one of the quickest corners on the circuit, and the circuit narrows on entry. It makes it easy for drivers to go off-line and damage the car here in the large gravel trap if they are pushing hard. 這是在全年賽季中氣溫較高的場地 較重的循跡對於後輪的磨耗影響大 必須避免脫膠或是過度磨損造成車輛不平衡的情形 第12個彎是全場速度最快的彎 然而路幅窄 又有碎石緩衝區 車手若是拼過頭的話可能會衝出跑道造成車輛損壞 Engine performance Hockenheim has always been a demanding circuit for the engines, but its relative severity has in fact decreased this year. Although the engines will spend about 10% more of the lap at full throttle than last year (71% of the lap in 2006), the delta from 2005 to 2006 is among the smallest of the season. This is because the circuit contains very few high speed corners, which is where the difference in throttle usage between the V10 and V8 engines has been most apparent this year. Nevertheless, with nearly three quarters of the lap at full throttle, this remains a demanding circuit for the engines, and it not only demands a powerful engine, but also one that pulls strongly from low revs. Good torque is important in order to launch the cars out of the many slow corners. 本場比賽引擎具有決定性的影響 但今年這種情況較不那麼嚴重(可能是因為V8的關係) 即便大約有71%的單圈時間是以全油門運作 比起去年多出10% 這是因為本場地的高速彎非常少 而高速彎是最容易突顯V10和V8引擎差異的所在 然而 在全場近3/4的全油門條件下 引擎性能依舊十分重要 不僅在大馬力的表現要夠好 低轉速扭力也要足夠應付出低速彎時的需求 Acoustic offset As is always the case, high temperatures mean the engine experiences a phenomenon known as ‘acoustic offset’. This occurs at high temperatures and means that peak power is developed at higher revs, essentially shifting the power-band of the engine upwards. In these circumstances, the ability to use greater rpm represents a performance advantage – meaning the C specification RS26 engine that both drivers will be using will play to their advantage in the hot conditions. 值得一提的是引擎曲線中的"相位偏移"現象 也就是在高氣溫環境下 引擎的馬力最大值出現在比一般情況更高轉速時 換言之越高的轉速便能發揮出越大的馬力 因此引擎必須承受的是高溫空氣及高轉速的考驗 Source Renaultf1 譯注 : 偽首席測試車手 -- ██████ █ ██◣ ◢█◣ ██◣ ◢██◣ ███ ██◣ ██████ █ █ █ █ █ █ ◣ █ █ █ █ █ ██████ █ ██◤ █ █ █ █ █ █ ██◣ █ ◤ ██████ █ ██◣ ████ █ █ █ █ ██◤ ██▌ ██████ █ █ █ █ █ █ ◤ █ █ █ █ ▉ ██████ ███ ● ██◤ █ █ ██◤ ◥██◤ ███ █ ▋ --

※ 發信站: 批踢踢實業坊(ptt.cc) ◆ From: 220.138.248.145 ※ 編輯: LucaBadoer 來自: 59.126.57.151 (01/15 13:47)