{"id":672,"date":"2013-06-23T15:56:41","date_gmt":"2013-06-23T13:56:41","guid":{"rendered":"http:\/\/mixmotor.eu\/?p=672"},"modified":"2013-07-12T17:17:27","modified_gmt":"2013-07-12T15:17:27","slug":"aerodynamicky-rozvoj-automobilov-audi-sutaziacich-v-le-mans-2","status":"publish","type":"post","link":"https:\/\/mixmotor.eu\/de\/672\/aerodynamicky-rozvoj-automobilov-audi-sutaziacich-v-le-mans-2","title":{"rendered":"Aerodynamick\u00fd rozvoj automobilov AUDI s\u00fa\u0165a\u017eiacich v Le Mans"},"content":{"rendered":"

Pr\u00e1ve tento v\u00edkend sa uskuto\u010dnil sl\u00e1vny \u00a0pretek \u00a024 h Le Mans, ktor\u00fd oslavil u\u017e svoje 90. v\u00fdro\u010die. Po\u010das posledn\u00fdch 14. rokov sa zna\u010dke Audi podarilo 11. kr\u00e1t vyhra\u0165 sl\u00e1vny pretek . Tento rok nebol v\u00fdnimkou, ked\u017ee trom vozidl\u00e1m \u00a0Audi R18 e-tron quattro sa podarilo dosta\u0165 na za\u010diatok \u0161tartovacieho poradia a pos\u00e1dka t\u00fdmu Audi Sport Team Joest vyhrala tento pretek . Audi\u00a0v\u017edy patrilo popredn\u00e9 miesto v aerodynamickom v\u00fdvoji a aj v\u010faka tomu z\u00edskalo \u010fal\u0161ie v\u00ed\u0165azstvo do zbierky. Pri poh\u013eade na prototyp Audi R8R z roku \u00a01999 a na s\u00fa\u010dasn\u00e9 pretek\u00e1rske vozidlo Audi\u00a0R18 e-tron quattro je zreteln\u00fd rozdiel medzi t\u00fdmito vozidlami a to nielen, kv\u00f4li tomu, \u017ee\u00a0Audi\u00a0R8R malo odkryt\u00fd kokpit a\u00a0Audi\u00a0R18 e-tron quattro m\u00e1 uzavret\u00fd kokpit.<\/p>\n

\"Audi<\/a><\/p>\n

V\u013eavo prototyp Audi R8R a vpravo Audi R18 e-tron quattro.<\/strong><\/em><\/p>\n

Od prv\u00e9ho\u00a0prototypu Audi\u00a0R8R, a\u017e k teraj\u0161iemu\u00a0Audi\u00a0R18 e-tron quattro pre\u0161li pretek\u00e1rske vozidl\u00e1 Audi\u00a0dlhou a n\u00e1ro\u010dnou cestou vo v\u00fdvoji aerodynamiky. \u00a0Pri v\u00fdvoji neostala jedin\u00e1 \u010das\u0165 vozidla, ktor\u00e1 by za tie roky nebola zmenen\u00e1 a vylep\u0161en\u00e1.<\/p>\n

\"audi_motorsport-130515-3728\"<\/a> Chladi\u010de umiestnen\u00e9 v prednej \u010dasti vozidla Audi R8R.<\/strong><\/em><\/p>\n

Chladi\u010de motora R8R boli ulo\u017een\u00e9 v prednej \u010dasti vozidla. Teplo z chladi\u010dov vystupovalo z kapoty vpredu a pr\u00fadilo ponad otvoren\u00fd kokpit pretek\u00e1ra a \u010diasto\u010dne sa rozde\u013eovalo na prav\u00fa a \u013eav\u00fa stranu vozidla smerom k bo\u010dniciam \u00a0a\u017e k zadnej \u010dasti vozidla. Pre optimaliz\u00e1ciu pr\u00fadenia vzduchu k zadnej \u010dasti vozidla, vr\u00e1tane zadn\u00e9ho kr\u00eddla sa in\u017einieri rozhodli integrova\u0165 niektor\u00e9 chladi\u010de a medzichladi\u010de do bo\u010dn\u00fdch panelov. Toto rie\u0161enie bolo pou\u017eit\u00e9 na vozidle Audi R8 v roku 2000 a zlep\u0161ilo pr\u00fadenie vzduchu a chladenie vozidla.<\/p>\n

Zaveden\u00edm vznetov\u00fdch motorov s priamym vstrekovan\u00edm nafty v Audi R10 TDI v roku 2006 prinieslo zv\u00fd\u0161enie n\u00e1rokov na chladenie asi o 30 percent. Okrem toho,\u00a0Audi R18 e-tron quattro, ktor\u00e9 bolo predstaven\u00e9 v roku 2012, potrebovalo n\u00edzko teplotn\u00e9 chladenie pre hybridn\u00e9 \u00fastrojenstvo, \u010do predstavovalo \u010fal\u0161iu v\u00fdzvu pre kon\u0161trukt\u00e9rov.<\/p>\n

Napriek t\u00fdmto zlo\u017eit\u00fdm podmienkam sa podarilo kon\u0161trukt\u00e9rom postavi\u0165 aerodynamicky najefekt\u00edvnej\u0161ie vozidlo Audi z kateg\u00f3rie LMP. \u00a0V\u00fdznamn\u00fd podiel maj\u00fa na tom inovat\u00edvne micro-trubicov\u00e9 chladi\u010de, ktor\u00e9 posunuli Audi o \u010fal\u0161\u00ed krok vpred v aerodynamickom v\u00fdvoji.<\/p>\n

\"Micro-tube<\/p>\n

Konve\u010dn\u00e1 hlin\u00edkov\u00e1 mrie\u017eka chladi\u010da, ktor\u00e1 vytv\u00e1ra vysok\u00fd odpor vzduchu je minulos\u0165ou.\u00a0Chladiaca kvapaliny Audi R18 e-tron quattro pr\u00fadi cez syst\u00e9m zlo\u017een\u00fd z viac ako 11 000 mal\u00fdch trubiek v chladi\u010di. Chladi\u010d je vo\u013ene nastaviteln\u00fd a pri rovnakej ve\u013ekosti chladi\u010da sa podarilo zn\u00ed\u017ei\u0165 tlak pr\u00fadiaceho vzduchu o viac ako 25 percent. Pr\u00edpadne sa tlak pr\u00fadiaceho vzduchu nezmen\u00ed ale ve\u013ekos\u0165 chladi\u010da \u00a0sa zmen\u0161\u00ed.<\/p>\n

 <\/p>\n

Micro-trubicov\u00fd chladi\u010d z Audi R18 e-tron quattro<\/strong><\/em><\/p>\n

S oh\u013eadom na pomer medzi pr\u00edtlakom a aerodynamick\u00fdm odporom, Audi neust\u00e1le optimalizuje svoje pretek\u00e1rske vozidl\u00e1 LMP. Tento pomer vyjadruje , o ko\u013eko sa zlep\u0161\u00ed aerodynamick\u00fd pr\u00edtlak vozidla bez zv\u00fd\u0161enia aerodynamick\u00e9ho odporu. Audi sa podarilo dosiahnu\u0165 tento pokrok aj napriek spr\u00edsnen\u00fdm predpisom, ktor\u00e9 obmedzili vo\u013enos\u0165 v aerodynamickom rie\u0161en\u00ed vozidla. Napr\u00edklad , ke\u010f Audi za\u010dalo s projektom v roku 1999 boli stanoven\u00e9 maxim\u00e1lne rozmery zadn\u00e9ho kr\u00eddla\u00a02000 mm (\u0161\u00edrka) x 400 mm (d\u013a\u017eka) x 150 mm (v\u00fd\u0161ka). V s\u00fa\u010dasnej dobe boli tieto rozmery zn\u00ed\u017een\u00e9 na\u00a01600 x 250 x 150 mm. Na z\u00e1klade radu mnoh\u00fdch aerodynamick\u00fdch rie\u0161en\u00ed, ako je napr\u00edklad uchytenie zadn\u00e9ho kr\u00eddla odvrchu (prv\u00fd kr\u00e1t pou\u017eit\u00e9 v Audi R15 TDI v roku 2009) sa podarilo kompenzova\u0165 hlavn\u00fa \u010das\u0165 straten\u00e9ho pr\u00edtlaku. Umo\u017enilo to v\u00fdrazn\u00e9 zlep\u0161enie \u00a0pr\u00fadenia vzduchu k zadn\u00e9mu kr\u00eddlu.<\/p>\n

 <\/p>\n

\"Rear<\/a> Uchytenie zadn\u00e9ho kr\u00eddla odvrchu prvykr\u00e1t \u00a0predstaven\u00e9 u Audi R15 TDI.<\/strong><\/em><\/em><\/p>\n

Zmeny v predpisoch sa v\u00fdrazne dotkli aj \u0161pecifik\u00e1ci\u00ed pre podlahy pretek\u00e1rskych automobilov. Napriek obmedzenia dosahuj\u00fa modern\u00e9 vozidl\u00e1 kateg\u00f3rie LMP tak\u00fa \u00farove\u0148 aerodynamick\u00e9 pr\u00edtlaku, \u017ee by boli schopn\u00e9 jazdi\u0165 aj po strope tunela.<\/p>\n

Rozlo\u017eenie aerodynamick\u00e9ho pr\u00edtlaku na pretek\u00e1rske vozidlo m\u00e1 mnoho zauj\u00edmavost\u00ed ako napr\u00edklad, \u017ee predn\u00fd dif\u00fazor spolu so zadn\u00fdm kr\u00eddlom generuj\u00fa polovicu z celkov\u00e9ho aerodynamick\u00e9 pr\u00edtlaku vozidla a druh\u00fa polovicu zabezpe\u010duje podlaha so zadn\u00fdm dif\u00fazorom. \u00a0Tento pr\u00edtlak neutralizuje vztlak , ktor\u00fd je generovan\u00fd pr\u00faden\u00edm vzduchu okolo kokpitu a karos\u00e9rie, \u010do zodpoved\u00e1 \u0161tvrtine z celkov\u00e9ho pr\u00edtlaku.<\/p>\n

 <\/p>\n

\"Audi<\/a><\/em><\/p>\n

Najlep\u0161iu v\u00fdpovedn\u00fa hodnotu o aerodynamickom napredovan\u00ed vozidiel maj\u00fa \u010dasy na jedno kolo dosiahnut\u00e9 jednotliv\u00fdmi vozidlami v ich akt\u00edvnych rokoch. Samozrejme zlep\u0161enie \u010dasov ovplyvnili aj in\u00e9 faktory, ako hnacie \u00fastrojenstvo, pneumatiky, podvozky, ultra-\u013eahk\u00e9 materi\u00e1ly v kon\u0161trukcii vozidla a rozlo\u017eenie hmotnosti. \u00a0Pre porovnanie v roku 2006 malo najr\u00fdchlej\u0161ie kolo pretekov Le Mans hodnotu\u00a03:31,211s \u00a0a dosiahlo ho vozidlo Audi R10 TDI s 12 valcov\u00fdm vznetov\u00fdm motorom o objeme 5,5 l a v\u00fdkonom 650k. V roku 2013 predstavoval najr\u00fdchlej\u0161\u00ed \u010das hodnotu 3:22,746 dosiahnut\u00fd vozidlo Audi R18 e-tron quattro s motorom 3,7 V6 TDI s v\u00fdkon viac ako 490k.<\/p>\n

Autor: Maro\u0161 Uhrin<\/p>\n

\u00a0<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

Pr\u00e1ve tento v\u00edkend sa uskuto\u010dnil sl\u00e1vny \u00a0pretek \u00a024 h Le Mans, ktor\u00fd oslavil u\u017e svoje 90. v\u00fdro\u010die. Po\u010das posledn\u00fdch 14. rokov sa zna\u010dke Audi podarilo 11. kr\u00e1t vyhra\u0165 sl\u00e1vny pretek . Tento rok nebol v\u00fdnimkou, ked\u017ee trom vozidl\u00e1m \u00a0Audi R18 e-tron quattro sa podarilo dosta\u0165 na za\u010diatok \u0161tartovacieho poradia a pos\u00e1dka t\u00fdmu Audi Sport Team […]<\/p>\n","protected":false},"author":3,"featured_media":668,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_exactmetrics_skip_tracking":false,"_exactmetrics_sitenote_active":false,"_exactmetrics_sitenote_note":"","_exactmetrics_sitenote_category":0,"footnotes":""},"categories":[9,4],"tags":[],"class_list":["post-672","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-audi","category-dokumentarne"],"translation":{"provider":"WPGlobus","version":"3.0.0","language":"de","enabled_languages":["sk","en","de"],"languages":{"sk":{"title":true,"content":true,"excerpt":false},"en":{"title":false,"content":false,"excerpt":false},"de":{"title":false,"content":false,"excerpt":false}}},"_links":{"self":[{"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/posts\/672","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/comments?post=672"}],"version-history":[{"count":31,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/posts\/672\/revisions"}],"predecessor-version":[{"id":701,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/posts\/672\/revisions\/701"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/media\/668"}],"wp:attachment":[{"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/media?parent=672"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/categories?post=672"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/mixmotor.eu\/de\/wp-json\/wp\/v2\/tags?post=672"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}