![]() The current carbon/carbon brakes are very light, just a few kg per brake, this is no significant issue in terms of unsprung weight. The front would also require some sort of bearing for the disc. Especially if we consider the driveshafts required with inboard. Heat radiation from the discs are also an issue, so I would prefer to have the brakes in the wheels rather than within the body of the car where the heat can affect several components.įor F1 cars, the airflow from the front wing (between the wheels and the tub) and the flow to the lower rear wing are important and with inboard brakes this airflow will be more restricted compared with brakes in the wheels since the space inside the wheels are 'free'. To cool the hot brake discs directly with air will require a much lower airflow (equals less aerodynamic drag) than to cool a say 130 degC coolant. The brakes operate at high temperatures (about 500-1000 degC) and handle very high power rates (peaks around 2000 kW). I can't find any reason behind the advantages you claim, I can however see several problems and reasons why such a system would have a negative impact on the car. Aerodynamically it could be more efficient.Īre inboard brakes banned in the rules or do the teams just prefer outboard brakes? It would significantly reduce unsprung weight and therefore increase mechanical grip. Fitting the front brakes in the nose may also pose some difficulty.Īs I see it the benefits outweigh any negatives. Mechanically it would be more complex, but steel brakes could also be utilised to reduce cost. A small vent in the nose like the 2008 Mclaren could also be used to further assist cooling. In my opinion it would seem logical to mount the brakes inboard and use liquid cooling with a separate radiator (I know liquid cooling is banned). Most people here seem to think it would be advantageous to decrease the reliance on aerodynamic grip and increase mechanical grip. I wanted to discuss inboard brakes in F1. Hey guys, this is my first post on the forums here. So that`s a big NO tho inboard brakes then. if they mean connected TO the wheel they can not have it. Its doesn't say brake must be mounted directly on the wheel does it?ġ1.3.1 No more than one brake disc is permitted on each wheel. This system must be designed so that if a failure occurs in one circuit the pedal will still operate the brakes in the other.ġ1.2.2 No more than two attachments may be used to secure each brake caliper to the car.ġ1.2.3 No more than one caliper, with a maximum of six pistons, is permitted on each wheel.ġ1.3.1 No more than one brake disc is permitted on each wheel.ġ1.3.2 All discs must have a maximum thickness of 28mm and a maximum outside diameter of 278mm.ġ1.3.3 No more than two brake pads are permitted on each wheel. This system must comprise solely of two separate hydraulic circuits operated by one pedal, one circuit operating on the two front wheels and the other on the two rear wheels. but they got ditched.ġ1.1.1 With the exception of a KERS, all cars must be equipped with only one brake system. Ill check the rules later for clues about its legality. the rear shaft needs to take quite some torque from the engine anyway, mounting a brake that goes close to engine max torque out on drive shaft would be a good thing. ![]() I have believe in a combination with a minor brake at the gearbox. My guess would be that one design iteration might convince you that outboard brakes are not such a bad idea after all, whatever the regulations stipulate. Finally, there is not too much room at either axle to package inboard brakes in a modern F1 chassis. Cooling would be an issue that might be solved by water-cooling, but that solution would carry with it a weight overhead. The unsprung weight reduction would be offset, to some extent, by the need to add a strong CVJ at either end of the torque tube. On the other hand, an aerodynamicist would like the torque tube not to interfere with airflow, so he would like a small diameter tube (hence flexible). A braking event is quite violent, so a structural engineer would like the torque tube to be stiff (hence large diameter) to avoid dynamic problems caused by the torque tube "winding up". I suspect that inboard brakes in a modern F1 vehicle would require solutions to be found for several potential issues.
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