为什么同样1.6L排量，F1赛车可以2.3秒破百！_凤凰资讯
为什么同样1.6L排量，F1赛车可以2.3秒破百！
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原标题:为什么同样1.6L排量，F1赛车可以2.3秒破百！
每个男人都有一个赛车梦，说到赛车，没人能绕开F1
下面简单看一个F1赛车的制造过程
挺高大上的
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世界一级方程式锦标赛（FIA Formula 1 World Championship），简称F1
方程式车身能简则简，而且全是轻量化材料。
F1赛车的发动机，从上世纪40年代起，变换了7、8个版本。
2014年开始，FLA规定F1赛车发动机的排量上限为1600cc，为涡轮增压形式、V形排布的六缸引擎，所以各车队就将赛车发动机的排量定为1600cc。
2.3秒就可以实现0到100公里/小时的加速，发动机的最高转速可以突破19000转/分。
只需大约7秒，它就可以将时速从0公里加速到200公里，比绝大部分1.6排量汽车0到100公里加速还要快。
&超高的转速&
F1赛车引擎最厉害的一点就是他的转速超高，普通民用汽油发动机最高转速一般在6500转-7500转左右，而F1发动机的最高转速可达20,000转（2014年，国际汽联把最高转速限定为15,000转）。这么高的转速，动力可想而知。
F1引擎不光拥有超高的转速，还有超高的怠速，可达转（不同车队引擎调校不同），比民用汽油引擎高出近十倍。 &超大的喷油压力
F1发动机的燃油喷射压力可达500bar（国际汽联规定的上限），而民用发动机才150~200bar。
由于引擎转速高达15000转，留给发动机喷油时间很短。如此大的压力，只是为了迎合发动机的正常运转，在最短的时间，喷射出更多的燃油。 &优化的活塞连杆结构&
F1引擎拥有比普通引擎更短小的活塞和连杆，最高转速时，活塞的加速力相当于8,500G，因此活塞连杆的烈度必须很强。
1. 一具引擎约有5000个零件。
2. 包含测试、练习与比赛，每年大约要用掉100个引擎。
3. 每一站比赛后，引擎必须完全分解查看后再重新组装。
4. 全速时产生的引擎声浪高达160分贝，比波音747飞机起飞时还大声。
5. 每100公里需要用掉60公升以上的无铅汽油。
6. 在引擎全速运转时每秒钟进气量超过600公升。
7. 每秒钟点火150次，活塞往复循环300次。
8. 最高转速时，活塞的加速力相当于8,500G，因此活塞连杆的烈度必须很强。
9. 制作一支F1引擎使用的曲轴需要6星期。
10. 组装一具F1引擎需要2星期。
11. 使用的材料包含20种合金。
12. 重量低于100公斤。
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迈凯轮F1车队包揽摩纳哥站冠亚军
日17:41 　
【日，北京讯】昨天，阿隆索和汉密尔顿在摩纳哥大奖赛中，为迈凯轮-梅赛德斯F1车队再次问鼎冠亚军。这是车队今年第2次获得冠亚军战绩。在梅赛德斯-一如既往地技术支持下，迈凯轮-梅赛德斯车队凭借新赛季MP4-22赛车和全队上下的精诚合作，重现7周前在马来西亚站一举为迈凯轮-梅赛德斯车队囊括冠亚军的辉煌，这是迈凯轮-梅赛德斯车队第16次获得冠亚军，也是摩纳哥站开赛10年来第五次问鼎冠亚军。车手积分榜阿隆索和汉密尔顿同积38分并列第一，经过5个赛季的17场比赛，迈凯轮-梅赛德斯车队是目前为止唯一一个每场比赛都有2位车手加分的车队，使车队以总分76分，领先20分，扩大了在车队锦标赛排行榜上的优势。
(FERNANDO ALONSO)
“此次胜利对我个人和整个车队的世界锦标赛来说意义重大。我们的车队在过去的几周内让我们的赛车表现出如此大的优势，令我很震惊。我从来没有领先对手一分钟之久，这可能是我最好的纪录之一。整场比赛我没有偏离跑道内圈，而且由于第一个弯道之前有一段短短的加速距离，我就相当确信我能够一直保持领先。此外，第一阶段成功节省了汽油，这使我能够比原计划多跑了2圈，此后的比赛就比较顺利，只是在我的二次进站之前，受到了慢车的影响，耽误了一些时间。我很享受本次胜利的喜悦并期待着北美站的比赛的到来。”
(LEWIS HAMILTON)
“我非常高兴在摩纳哥站取得第二名并跑出了和阿隆索相当的成绩。 没有车队出色的工作，我们不能取得这个成绩，他们当之无愧。我的开场非常好，紧跟在阿隆索后面，当然很显然没有必要作一些疯狂的事情，我们的目标是为车队争取最高积分，摩纳哥站你几乎没有超车的可能，除非你前面的赛手出现失误，阿隆索是两届世界冠军，他不会犯错。我在比赛初期保持了很好的节奏，虽然我好几次撞上了护栏，幸运的是赛车足够结实，可以吸收这些碰撞，并没有影响操控。总之，对车队和我来说这是一个非常好的周末。”
朗恩.丹尼斯 (RON DENNIS)
“车队喜获佳绩。阿隆索和汉密尔顿表现出色，包揽了冠亚军，没有辜负车队的厚望。过去5年中，蒙特卡洛赛道曾4次出动安全车，所以我们必须事前考虑到安全车出动会给整体策略造成的影响。同时，还不得不对2位赛手中的哪一位夺冠作出取舍。最终，我们采取二次进站策略，并且同时降低车速以减少刹车。车队作为一个整体参赛，要遵循不同赛道的特点，如此我们才能在蒙特卡罗赛道取得了最高的积分。”
罗伯特.豪格 (NORBERT HAUG)
“今天在摩纳哥的比赛如此完美。整个车队都很优秀，我们的策略很理想，阿隆索和哈密尔顿的比赛表现完美无瑕，普利司通的轮胎和我们的赛车完美配合。感谢大家精彩的团队合作，是你们辛勤的劳动让本次蝉联冠亚军成为可能。”
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Copyright & 1998 - 2018 Tencent. All Rights ReservedFrom Wikipedia, the free encyclopedia
The NASA M2-F1 was a lightweight, unpowered prototype aircraft, developed to flight-test the wingless
concept. Its unusual appearance earned it the nickname "flying bathtub" and was designated the M2-F1, the "M" referring to "manned", and "F" referring to "flight" version. In , NASA Dryden management approved a program to build a lightweight, unpowered lifting-body prototype. It featured a plywood shell placed over a tubular steel frame crafted at Dryden. Construction was completed in .
The lifting-body concept originated in the mid-1950s at the ' , . By February 1962, a series of possible shapes had been developed, and R. Dale Reed was working to gain support for a research vehicle.
The construction of the M2-F1 was a joint effort by Dryden and a local glider manufacturer, the . The budget was US$30,000. NASA craftsmen and engineers built the tubular steel interior frame. Its mahogany plywood shell was handmade by Gus Briegleb and company. Ernie Lowder, a NASA craftsman who had worked on '
("Spruce Goose"), was assigned to help Briegleb.
Final assembly of the remaining components (including aluminum tail surfaces, pushrod controls, and landing gear from a , later replaced by
landing gear) was done at the NASA facility.
The wingless, lifting-body aircraft design was initially conceived as a means of landing a spacecraft horizontally after atmospheric reentry. The absence of wings would make the extreme heat of reentry less damaging to the vehicle. Rather than using a ballistic reentry trajectory like a , very limited in manoeuvering range, a lifting-body vehicle had a
of the size of .
The M2-F1 and its 1963
convertible tow vehicle
The first flight tests of the M2-F1 were at , at the end of a tow rope attached to a 1963
convertible. On April 5, 1963 test pilot
lifted the M2-F1's nose off the ground for the first time on-tow. Speed was 86 miles per hour (138 km/h) . The little craft seemed to bounce uncontrollably back and forth on the main landing gear, and stopped when he lowered the nose to the ground. He tried again, but each time with the same results. He felt it was a landing gear problem that could have caused the aircraft to roll on its back if he had lifted the main gear off the ground.[]
After looking at movies of the tests, it was decided that the bouncing was probably caused by unwanted rudder movements. Flight control system number two was replaced in favor of number one, and it never bounced again.[]
It was found that the car used to tow the aircraft was not powerful enough to entirely lift the M2-F1 off the ground, so the FRC arranged to have the tow car
by Bill Straub, a conversion that tuned the engine for increased power, added a rollbar, and turned the front passenger seat to face aft so the passenger could observe the aircraft. This proved successful, and tow tests continued.
Speeds on tow inched up to 110 miles per hour (180 km/h), which allowed Thompson to climb to about 20 feet (6.1 m), then glide for about 20 seconds after releasing the line. That was the most that could be expected during an auto tow.
M2-F1 in tow behind a C-47
These initial tests produced enough flight data about the M2-F1 to proceed with flights behind a U.S. Navy
tow plane at greater altitudes.
A NASA C-47 was used for all of the air tows. The first was on August 16, 1963. The M2-F1 had recently been equipped with an ejection seat and small rockets – referred to by the test team as "instant " – in the tail to extend the landing flare for about 5 seconds if needed, and Thompson prepared for the flight with a few more tows behind the Pontiac.
Forward visibility in the M2-F1 was very limited on tow, requiring Thompson to fly about 20 feet (6.1 m) higher than the C-47, so he could see the plane through the nose window. Towing speed was about 100 miles per hour (160 km/h).
The C-47 took the craft to an altitude of 12,000 feet (3,700 m), where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to 120 miles per hour (180 to 190 km/h).
Tow release was at 12,000 feet (3,700 m). The lifting body descended at an average rate of about 3,600 feet per minute (1,100 m/min). At 1,000 feet (300 m) above the ground, the nose was lowered to increase speed to about 150 miles per hour (240 km/h), flare was at 200 feet (61 m) from a 20° dive. The landing was smooth, and the lifting-body program was on its way.
The M2-F1 was flown until August 16, 1966. It proved the lifting-body concept and led the way for subsequent metal "heavyweight" designs. ,
also flew the M2-F1.
More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers – the
and the , both built by the Northrop Corporation, and the U.S. Air Force's
program. The lifting-body program also heavily influenced the
The M2-F1 program demonstrated the feasibility of the lifting-body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight research vehicles that produced rapid results at very low cost (approximately US$50,000, excluding salaries of government employees assigned to the project).
– 45 flights
– 17 flights
– 5 flights
Donald M. Sorlie – 5 flights
– 2 flights
– 2 flights
– 1 flight
– 1 ground tow
– 1 ground tow
– 1 ground tow
NASA M2-F1 – N86652, 77 flights, 400 ground tows
As of January 23, 2015, M2-F1 N86652 is on display at the
on , California.
NASA M2-F1 lifting-body diagram
General characteristics
Length: 20 ft (6.1 m)
: 14 ft 2 in (4.32 m)
Height: 9 ft 6 in (2.89 m)
Wing area: 139 ft? (12.9 m?)
: 1,000 lb (454 kg)
Loaded weight: 1,182 lb (536 kg)
: 1,250 lb (567 kg)
: 1 × solid-fuel , 250 lbf (~1.1 kN)
Performance
: 150 mph (240 km/h)
: 10 mi (16 km)
: 9 lb/ft? (44 kg/m?)
March 1, 1963
First Ground Tow.
400 total ground tows.
August 16, 1963
First M2-F1 Flight. 77 total flights.
August 28, 1963
August 29, 1963
August 30, 1963
1st flight of day
August 30, 1963
2nd flight of day
September 3, 1963
1st flight of day
September 3, 1963
2nd flight of day
October 7, 1963
October 9, 1963
October 15, 1963
October 23, 1963
October 25, 1963
1st flight of the day
October 25, 1963
2nd flight of the day
November 8, 1963
1st flight of the day
November 8, 1963
2nd flight of the day
November 8, 1963
3rd flight of the day
December 3, 1963
December 3, 1963
December 3, 1963
1st flight of the day
December 3, 1963
2nd flight of the day
Broke landing gear
January 29, 1964
1st flight of the day
January 29, 1964
2nd flight of the day
January 29, 1964
1st flight of the day
January 29, 1964
2nd flight of the day
January 29, 1964
1st flight of the day
January 29, 1964
2nd flight of the day
January 30, 1964
1st flight of the day
January 30, 1964
2nd flight of the day
January 30, 1964
1st flight of the day
January 30, 1964
2nd flight of the day
February 28, 1964
1st flight of the day
February 28, 1964
2nd flight of the day
March 30, 1964
April 9, 1964
1st flight of the day
April 9, 1964
2nd flight of the day
April 9, 1964
1st flight of the day
April 9, 1964
2nd flight of the day
April 9, 1964
3rd flight of the day
May 19, 1964
1st flight of the day
May 19, 1964
2nd flight of the day
June 3, 1964
July 24, 1964
1st flight of the day
July 24, 1964
2nd flight of the day
July 24, 1964
3rd flight of the day
August 18, 1964
August 21, 1964
1st flight of the day
August 21, 1964
2nd flight of the day
August 21, 1964
3rd flight of the day
August 21, 1964
4th flight of the day
February 16, 1965
May 27, 1965
1st flight of the day
May 27, 1965
2nd flight of the day
May 27, 1965
3rd flight of the day
May 27, 1965
4th flight of the day
May 27, 1965
1st flight of the day
May 27, 1965
2nd flight of the day
May 27, 1965
3rd flight of the day
May 28, 1965
May 28, 1965
1st flight of the day
May 28, 1965
2nd flight of the day
July 16, 1965
July 16, 1965
July 16, 1965
Rolled M2-F1 on liftoff.
Recovered. Safe landing.
August 30, 1965
1st flight of the day
August 30, 1965
2nd flight of the day
August 30, 1965
3rd flight of the day
August 31, 1965
October 6, 1965
1st flight of the day
October 6, 1965
2nd flight of the day
October 8, 1965
March 28, 1966
1st flight of the day
March 28, 1966
2nd flight of the day
August 4, 1966
August 5, 1966
1st flight of the day
August 5, 1966
2nd flight of the day
August 5, 1966
3rd flight of the day
August 16, 1966
Rolled M2-F1 on liftoff. Recovered.
Fired landing rockets.
Safe landing. Last flight.
Wikimedia Commons has media related to .
Related development
Aircraft of comparable role, configuration and era
Related lists
Reed, R. D Darlene Lister (2002). Wingless Flight: The Lifting Body Story. University Press of Kentucky.  . ().
Jenkins, Dennis R. (2001). Space Shuttle: The History of the National Space Transportation System (3rd ed.). Voyageur Press.  .
: Hidden categories:纯潘棵拦 游览NASA观F1冠军之战原创
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