Ching...你睇清楚先啦...
Automobile Drag coefficient
"Figures given are generally for the basic model. Some "high performance" models may actually have higher drag, due to wider tires and extra spoilers"
呢個"數字"唔係代表高就=風阻大喎...
係話佢個coefficients高炸喎...
即係話就算F1車殼風阻係大, 不過效率高,影響最細
數寫越細, 效率越細...炸喎
係喎....不過無睇埋後面呢...
原來用來計油架....
The drag coefficient is a common metric in automotive design pertaining to aerodynamic effects. As aerodynamic drag increases as the square of speed, a low value is preferable to a high one. As about 60% of the power required to cruise at highway speeds is used to overcome aerodynamic effects, minimizing drag translates directly into improved fuel efficiency.
For the same reason aerodynamics are of increasing concern to truck designers, where greater surface area presents substantial potential savings in fuel costs.
雖然F1賽車車身使用許多大型擾流翼和小型擾流板來增加下壓力而造成風阻係數(coefficient of drag)增加,但因為車身正前方迎風面積已儘量減至最小,所以風阻係數乘以車身正前方迎風面積的阻力面積仍能降低,同時又保有下壓力強的操控穩定性。一般流線型的乘用車雖然風阻係數比F1賽車低,但因為迎風面積大上許多阻力面積不見得較低(轎車的左右車外後視鏡形狀在左右上角顯示天空的不必要部份也常被切掉以減少迎風面積),而且缺乏F1賽車的大量擾流板提供大量下壓力,車身重心也較高,所以無法做出F1賽車高達5G(該車輛靜止時總重量的五倍)的過彎抗離心力(Lateral acceleration),一般量產跑車過彎抗離心力有1G即算優秀,一般轎車過彎抗離心力有超過0.8G就算不錯的表現。如果有足夠的天花板空間,當超過某個時速時,F1賽車的下壓力之大可以讓F1賽車頭下腳上的在天花板上駕駛。