The primary method used in this pursuance is the minimization of the turbulent wake thrown rearwards by the cars by means of the use of ground effect as the primary downforce generator, simplification of front and rear wing devices, and the abolition of complicated vortex generating barge board assemblies. We are all aware that the primary objective of the new 2022 technical framework for F1 is to make it easier to follow the car in front each when at closer proximities with the hope that it will promote more overtaking, and more exciting races.ĭevelopment of the 2022 technical regulations has been a long process, and lead by a team of well known F1 engineering identities comprising of Ross Brawn, Pat Symonds, Nicolas Tombazis, and Rob Smedley. Was the reintroduction of active considered during the development of the 2022 regs? It was a point in the sport’s history that probably hasn’t been exceeded since. Such was the anti-driver aid sentiment at the time that I to this day still remember the infamous “Drover’s Dog” editorial letter published by Autosport that year, implying that even a trained dog could get podium results in that year’s active Williams FW15C.
#Draft fan with draft control for owb driver#
Rather than relying on the passive actuation of dampers and springs as the wheels move over the track surface, a passive control system will provide force to maintain optimum attitude.Īctive suspension first began to be developed for use in F1 in the early 1980’s by Peter Wright at Lotus, who, ironically enough, was in search of a resolution to the ‘porpoising’ the Lotus 80 was experiencing due to the huge amounts of downforce its ground effect tunnels were generating.Īctive continued to be developed and used in F1 in various forms through the 1980’s, primarily through both Lotus, and Williams, who gradually took the concept somewhat further and into a far more advanced and complex system to that of Lotus.Īs Williams, under the leadership of Frank Dernie and Paddy Lowe, developed the system further and into the early 1990’s, its ability to maintain the aerodynamic platform attitude in optimal position became active’s raison majeure.īy 1993 it had become necessary for F1 teams to research and develop driver aids such as active suspension, semi-automatic gearboxes, electronic braking assistance, traction control, and launch control if they were to have any chance of being competitive.į1 was at such a technological zenith that it was decided the technical regulations needed to be reined in for the 1994 season onwards as a measure to contain the spiraling costs required to remain competitive in the sport, and to put the spotlight back on to drivers’ skills. What is active suspension and what is its background in F1?Īctive suspension in an F1 car is a system, generally hydraulic or electronic, that controls the attitudinal behavior (pitch, roll and yaw) of the vehicles at any given moment. In this article I will discuss what active suspension is, why it was banned from the sport, how it is a solution to the ‘porpoising’ phenomenon, what the impact of its reintroduction might be on a modern F1 car, and what the options in introducing it might be. One of the more popularly discussed solutions is the lifting of the prohibition of active suspension in the sport, and it is a very relevant solution. It is an issue that is very difficult to predict and to replicate in the wind tunnel and CFD, but this does not necessarily mean that it is impossible to resolve. One of the more interesting technical observations of the first pre-season test of the 2022 season, the very first time that the new technical era designs have been seen together on the circuit, is the ground effect induced ‘porpoising’ oscillations in ride height that most, if not every car has experienced. With ‘porpoising’ being the main talking point of Formula 1 in 2022, this edition of Tech Draft will argue why Active Suspension should be re-introduced as a solution.
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