Plus ready to help you with your security, machine health, or manufacturing needs.īecause of battery constraints, real-time response has been a goal that was just out of reach. Sensor (ALTA GMA) features a groundbreaking ability to deliver real-time G-force alerts with details that aid analysis. but the tires will always limit the g force and the traction circle, thus keeping the oval flat side acceleration curve.Monnit‘ s ALTA® G Force Accelerometer Max/Avg. To make the traction circle round again on an F1 car you would need probably around 1200-1400 horsepower with the same DF. Weight transfer still moves to the rear of a car.very observable in DA.īrakes have way more energy than the Horsepower equivalent energy especially with downforce, the engine has to push that as well and works against acceleration unlike braking where it works for it. It's all relative.Īlso four wheel drive cars, do not change the curve as much as you think it does. ![]() And when you corner, the majority of the weight is on the outside loaded wheels. when you brake, the majority of the braking force is on the front of the car, even when biased to the rear. Isn't that due to the fact that you usually accelerate just with either front or rear tires? The effect should not be there on a four wheel driven car, because for the tire it should not be a big difference if you brake or drive. This transfers a significant amount of lateral G into positive G, so if the total lateral G force on-screen says 3.75, and there is a bank, the driver is experiencing added positive Gs that could definitely amount to more than 5 total Gs of force in a laterally-downward vector. One factor to think about is whether there is a slight bank around the corner. The human brain cannot withstand 5 lateral Gs for more than a few seconds without losing consciousness. Humans can withstand about 9 positive (downward) Gs for about 30 seconds before passing out. That is what the FIA keeps in mind when coming up with new regulations every year. I think the focus on this discussion should evolve towards how many lateral Gs the body can handle before it passes out. They were originally designed for missile systems and record a tri-axial G-force measurement 20 times per second. All Formula 1 cars use a Model 4203 Triaxial Accelerometer built by Measurement Specialties. The accelerometers themselves are very reliable, and very accurate. Anybody with better tools wants to improve on this? What is the (actual) maximum G we get through corners this year? Remember that Silverstone is coming, might it be there? Were there any higher (actual) cornering G forces in the past? There, my puny attempt at actually measuring things with all the wrong tools. The corner is tighter through the first 3 apexes and opens up at the end, so this probably works out to very close to 4G for around 4 seconds at the beginning of the corner. I can work out these numbers:Īc = v2 /r = 36.66 m/s2 (Centrifugal acceleration) Let's take those three values at face value and assume that the corner is a perfect circumference arc, which it is not. I also used that satellite picture to measure the total turning angle: 218 degrees, but I suspect my computer stretched the image a tiny bit. ![]() Then I used to make a rough trace through the racing line in a satellite picture: 530 meters of racing line, using the rubber marks to estimate turn in and turn out points. 7.4 seconds from turning in of the wheel to the wheel going straight again. ![]() I used this video from Webber's pole lap this year ![]() So, can we actually measure lateral acceleration? Turn 8 is a long aero corner, and this is my attempt at pulling out some very rough numbers. The most obvious answer is the G-force graphics we often see, but I am not sure of how accurate are those? They seem to stop between 4.5 and 5 Gs, and if we would believe them, braking goes over 5G all the time. I wondered about the G-force involved, the actual lateral acceleration. This year the red bulls famously took turn 8 at Istambul flat.
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