Case Study #3 - Trail Braking Mistakes
案例研究#3 - 循迹刹车失误

Day 6 第 6 天

BAD TRAIL BRAKING 不良的拖滞制动

Before we explore what causes bad trail braking, it's important you understand that trail braking will give you two benefits: 1. Brake later, 2. Stay on the limit of grip. Therefore, keep in mind that trail braking has two aspects: 1. Deceleration into the Corner, 2. Load Transfer. This latter part will be important for the exercises.
在我们探究导致不良循迹刹车的原因之前，你要明白循迹刹车会给你带来两个好处很重要：1. 更晚刹车；2. 保持在抓地力极限上。因此，请记住循迹刹车有两个方面：1. 入弯减速；2. 负载转移。后面这部分对练习很重要。

1. Brake Later (Deceleration into the Corner)
1. 稍后刹车（减速入弯）

Why can you start braking later with trail braking? You are spreading braking into the cornering phase. You are not only relying on the straight-line braking zone to complete your braking. Let us see the image below:
为什么使用循迹刹车时可以更晚开始刹车呢？你正在将刹车操作延伸到转弯阶段。你不仅仅依靠直线刹车区域来完成刹车。让我们看看下面的图片：

Figure 6.1: A comparison of School racing technique without trail braking vs. Trail Braking.
图 6.1： 学校赛车技术（无循迹刹车与循迹刹车）对比。

On the left side, we have a typical Racing School fundamental driving technique. Let us call the driver Driver A. The driver arrives at a top speed of 250km/h. If the corner requires a speed at the apex of 150km/h, Driver A completes all the braking in a straight line (red) to arrive at the right speed of 150km/h for the corner. Then, Driver A suddenly releases the brakes and turns (blue). Let us assume that during coasting (no brake, no throttle), the car does not lose speed for simplicity of this example. Then, the corner is taken at 150km/h until the driver picks up the throttle at the apex (green).
在左侧，我们有一个典型的赛车学校基础驾驶技巧。我们将这位车手称为车手 A。车手达到了 250 千米/小时的最高速度。如果弯道在弯心处要求的速度为 150 千米/小时，车手 A 在直线上完成所有刹车（红色部分），以达到弯道所需的 150 千米/小时的正确速度。然后，车手 A 突然松开刹车并转弯（蓝色部分）。为了简化这个例子，我们假设在滑行（不刹车、不踩油门）时，汽车速度不会降低。然后，以 150 千米/小时过弯，直到车手在弯心处踩油门（绿色部分）。

On the right side, we have a trail-braking driving technique from Driver B. Driver B brakes hard in a straight line until 180km/h. This is too fast for the corner. What does driver B do? Driver B holds a little bit of brakes to still slow down the car into the corner. Then, Driver B can bring the speed down from 180km/h at turn-in to 150km/h at the apex. This allows him to make the apex.
在右侧，我们有车手 B 的循迹刹车驾驶技术。车手 B 直线大力刹车，直至车速达到 180 千米/小时。这个速度过弯太快了。车手 B 会怎么做呢？车手 B 轻带刹车，让赛车在入弯时继续减速。然后，车手 B 能在入弯时将 180 千米/小时的车速降到弯心处的 150 千米/小时。这使他能够通过弯心。

The key takeaway: It takes less straight-line braking distance to brake from 250km/h to 180km/h than 250km/h to 150km/h. What does less braking distance imply? Driver B can brake later than Driver A. If you remember the Braking Bad Lesson, what does braking later imply? Driver B gains time on Driver A.
<强 id=0>关键要点： 从 250 千米/小时刹车到 180 千米/小时的直线刹车距离比从 250 千米/小时刹车到 150 千米/小时的更短。更短的刹车距离意味着什么？司机 B 可以比司机 A 更晚刹车。如果你还记得<强 id=1>《绝命刹车课》（此处为意译，原词是对美剧《绝命毒师》Braking Bad 的恶搞），更晚刹车意味着什么？司机 B 比司机 A 赢得了时间。

Therefore, Driver B's threshold braking zone is smaller than Driver A's threshold braking zone since Driver B distributes part of the braking into the corner, shifting Driver B's entire braking zone forward.
因此，由于车手 B 将部分刹车操作分配到弯道中，从而将其整个刹车区域向前移动，所以车手 B 的临界刹车区域比车手 A 的临界刹车区域小。

2. Stay at The Limit of Grip (Load Transfer)
2. 保持在抓地力极限（载荷转移）

Trail braking is the art of telling the tire to do two things at once. A tire never likes to be loaded in two directions at the same time. When you load a tire to the limit under braking, if you apply any load side to side, it will break the grip.
拖刹是一种让轮胎同时做两件事的技巧。 轮胎从不愿意同时承受两个方向的负荷。当你在刹车时让轮胎承受极限负荷时，如果你再施加任何侧向负荷，就会破坏抓地力。

However, you can also trail brake under the limit. When you load the tire front to rear, if you release the brakes before applying any steering, you are removing the load on the tire before steering. Then, you steer into the corner and go to maximum side-to-side load on your tires. Are you fast? Maybe. Are you the fastest? Absolutely not. You must have the tire loaded to its limit from braking limit to cornering limit. In the transition between the two limits, you need to keep the tire loaded. If you are removing the load on the tire before steering, you are going under the limit for a short instant. If you are not trail braking to the limit of grip on your tires, you will not carry enough speed into the corner, and therefore lose time.
然而，你也可以在极限范围内进行循迹刹车。当你从前到后给轮胎加载时，如果你在进行任何转向操作之前就松开刹车，那你就是在转向之前就解除了轮胎上的负载。然后，你转向入弯，让轮胎承受最大的侧向负载。你速度快吗？也许吧。你是最快的吗？绝对不是。你必须让轮胎从刹车极限到转弯极限都加载到极限状态。在这两个极限之间的转换过程中，你需要保持轮胎处于加载状态。如果你在转向之前就解除了轮胎上的负载，那你就会在短时间内低于极限状态。如果你没有循迹刹车到轮胎抓地力的极限，你在入弯时就不会有足够的速度，因此就会浪费时间。

Line Difference 行差

Let us go back to Driver A vs. Driver B. If the corner needs to be taken at 150km/h, can driver B turn in at 180km/h? The answer is yes but with an asterisk. Driver B will not be able to turn the wheel as much as Driver A on turn-in because Driver B still has the brakes active. You put as much steering angle with brakes as without brakes because the tires are already busy with some braking load.
让我们回到车手 A 和车手 B 的例子。如果过弯需要以 150 千米/小时的速度，车手 B 能以 180 千米/小时入弯吗？答案是可以，但有附加条件。车手 B 在入弯时无法像车手 A 那样大幅度打方向盘，因为车手 B 的刹车还在起作用。在刹车时和不刹车时打方向盘的角度是一样的，因为轮胎已经在忙于承受一些刹车负荷了。

In contrast, Driver A is turning in without brakes: he can give the car the full steering load. Driver B is steering with some brakes, say 40% of the total load: he cannot give the vehicle full steering load otherwise the tires will be overloaded and breach grip (slide). Instead, Driver B can only provide about 60% steering load. Then, Driver B will turn in with less steering angle than Driver A. How can Driver B still make the corner? Driver B will need to turn in sooner than Driver A since he will not instantly go to full steering load but rather distribute the load progressively from braking to steering.
相比之下，车手 A 在入弯时不踩刹车：他可以让车辆承受最大的转向负荷。车手 B 在入弯时带着一定的刹车，假设刹车占总负荷的 40%：他不能让车辆承受最大的转向负荷，否则轮胎会过载并失去抓地力（打滑）。相反，车手 B 只能提供大约 60%的转向负荷。那么，车手 B 入弯时的转向角度会比车手 A 小。车手 B 如何仍然顺利过弯呢？车手 B 需要比车手 A 更早入弯，因为他不会立即达到最大转向负荷，而是逐渐从刹车负荷过渡到转向负荷。

Let us visualize the comparison:
让我们将这个比较可视化

Figure 6.2.1: Driver A's Driving School Line.
图 6.2.1：A 司机的驾校线路。

Figure 6.2.2: Driver B's Trail Braking Technique Line.
图 6.2.2：车手 B 的循迹刹车技术路线。

In Figure 6.2.1, Driver A brakes at the 300 board, and sharply turns in at the 100 board without brake pressure. Assuming no speed loss between turn-in and mid-corner, Driver A keeps the same steering angle from turn-in to apex. In comparison, in Figure 6.2.2, Driver B brakes at the 250 marker thanks to trail braking. However, he needs to turn in at the 150 board since he needs to distribute the braking load towards the steering load, instead of being able to instantly turn the wheel like Driver A. 
在图 6.2.1 中，车手 A 在 300 标识处刹车，在 100 标识处无刹车压力急剧转弯。假设在入弯和弯心之间没有速度损失，车手 A 从入弯到弯心保持相同的转向角度。相比之下，在图 6.2.2 中，车手 B 由于拖刹在 250 标识处刹车。然而，由于他需要将刹车负荷分配到转向负荷上，所以他需要在 150 标识处入弯，而不能像车手 A 那样立即转动方向盘。

Now you might ask: if Driver B needs to turn into the corner earlier than Driver A, does he not have to brake earlier as well? That is a very good question, and that is what I believe to be the Golden Rule of Trail Braking.
现在你可能会问：如果司机 B 比司机 A 需要更早转弯，他不是也得更早刹车吗？这是个非常好的问题，而这就是我所认为的<强 id=0>弯道刹车的黄金法则。

The Golden Rule of Trail Braking: Trail braking is effective if you gain time from braking later than without trail braking.
循迹刹车的黄金法则：如果你通过循迹刹车比不使用循迹刹车更晚刹车而赢得时间，那么循迹刹车就是有效的。

If you are to trail brake into a corner, you need to master the corner without trail braking first, and then compare if you are braking later or not. If you are having to brake earlier, you are trail braking too much. You are turning into the corner too soon, and you are not maximizing the threshold braking zone. 
如果你要在入弯时进行拖刹，你首先需要在不拖刹的情况下掌握弯道，然后比较你是否刹车更晚。如果你不得不更早刹车，那就是拖刹过度了。你过早地转弯入弯，而且没有最大限度地利用临界刹车区。

The tradeoff for trail braking is how late you can brake provided that you will need to turn in earlier. This tradeoff depends on car type, corner type, and grip level.
大力制动（trail braking）的权衡之处在于，在需要更早入弯的情况下，你最晚可以在什么时候刹车。这种权衡取决于车型、弯道类型和抓地力水平。

HOW TO CORRECT BAD TRAIL BRAKING
如何纠正不良的循迹刹车

I have two exercises for you to practice trail braking:
我有两个练习让你练习循迹刹车

1. Trail-braking for Deceleration.
1. 用于减速的循迹刹车。

2. Trail-braking for Tire Limit.
2. 为达到轮胎极限而进行的循迹刹车。

You can do them in any order. Beware that if you do #1 first, you might lose the rear of the car a lot on entry. #2 trains you to not lose the rear on entry.
你可以按任何顺序进行操作。要注意的是，如果你先进行操作 1，在入弯时你可能会严重失去车尾控制。操作 2 会训练你在入弯时不失去车尾控制。

DISCLAIMER: Do these exercises on the simulator first to be safe, and then transition them to real life when you are ready to fine-tune your trail braking.
免责声明：为安全起见，请先在模拟器上进行这些练习，当您准备好微调跟趾刹车时，再将其应用到现实生活中。

1. Trail Braking for Deceleration
用于减速的循迹刹车。

This exercise is aimed at making you feel the effects of decelerating into a corner. The goal of this exercise is to isolate deceleration from load transfer, both topics we have discussed today. If you are losing the rear of the car at the beginning of this exercise, please go to exercise 2 directly to master load transfer, and then come back to exercise 1.
这个练习旨在让你感受弯道减速的效果。这个练习的目的是将减速与负载转移分离开来，这两个都是我们今天讨论过的话题。如果你在这个练习开始时车尾失控，请直接进行练习 2 以掌握负载转移，然后再回来做练习 1。

1. Prepare to brake before your braking marker. When doing this exercise on a hot track, make sure no one is behind you.
1. 在刹车标记之前准备刹车。当在炎热的赛道上进行此项练习时，确保身后无人。

2. Brake earlier than your braking marker by about 7 car lengths (about 300 earlier on boards than your normal marker) or more, so you approach the corner at a safe speed. Brake well, but DO NOT brake at the limit. Again, the goal is to eliminate load transfer as much as possible. You do not want the rear to become loose when doing this exercise.
2. 比你的刹车标记提前约 7 个车身长度（在赛道上比正常标记提前约 300 米）或更多距离刹车，这样你就能以安全速度过弯。好好刹车，但不要极限刹车。再次强调，目标是尽可能减少负载转移。在做这个练习时，你不希望车尾变得不稳定。

3. Reduce brake load before turn-in, but hold about 5-10% brake pressure. Your goal is to roll into the corner with that much pressure and feel the car slow down as you approach the apex. DISCLAIMER: some cars do not like trail braking at all. They will oversteer with any brake input. Please enquire about your car's dynamics first, and try to have an understeer setup if possible.
3. 在入弯前减轻刹车负荷，但保持约 5 - 10%的刹车压力。你的目标是带着这个压力滑入弯道，并在接近弯道顶点时感受到汽车减速。免责声明：有些汽车完全不适合循迹刹车。它们在有任何刹车操作时都会转向过度。请先了解您汽车的动态特性，如果可能的话，尝试设置为转向不足。

4. Repeat steps 2 and 3 while adjusting your braking so you over-slow less and less. Keep in mind that I DID NOT say to brake later. You are only adjusting the amount of brake pressure. 
4. 重复第 2 步和第 3 步，同时调整刹车力度，这样过度减速的情况会越来越少。记住，我<强 id=0>并没有说要更晚刹车。你只是在调整刹车压力的大小。

Again DO NOT brake later yet. This exercise should be very easy and quick to do. It should take about 3 laps for a seasoned driver to get the hang of it. If it takes more time, no problem at all. The goal of this exercise is to build confidence in holding the brakes into a corner by starting with just a little bit of brake pressure. You overslow the car in a straight line so it is safe to do so. If you feel way over-slowed, put less pressure when braking in a straight line, but DO NOT brake later than 7 car lengths unless you have good car control.
再次，还不要晚刹车。这个练习应该非常容易且快速就能完成。对于经验丰富的车手来说，大概跑三圈就能掌握要领。如果花费更多时间，也完全没问题。这个练习的目的是从只施加一点刹车压力开始，建立在弯道中踩刹车的信心。你在直线上把车降速过度，这样做是安全的。如果你感觉降速过度太多，在直线刹车时就少施加些压力，但是不要在距离前车少于 7 个车身长度时才刹车，除非你有很好的车辆操控能力。

2. Trail Braking for Tire Limit
2. 为达到轮胎极限而进行的循迹刹车

Go to a track with a lot of runoff, and a wide track width (Monza Junior is also good for this). You can also do this exercise at the track you are practicing for an event.
前往有大量缓冲区且赛道宽度较宽的赛道（蒙扎青少年赛道（Monza Junior）也很适合此项练习）。你也可以在为赛事练习的赛道上进行这项练习。

Here are the steps of my exercise to correct bad trail braking:
以下是我纠正不良跟趾刹车（循迹刹车）的练习步骤：

0. Find your braking points without trail braking: If you cannot drive at a car's limit without trail braking, you are at risk of over-slowing the car when trail braking. Drive using the School method, and note down those braking markers. 
0. 在不使用循迹刹车的情况下找到刹车点：如果你在不使用循迹刹车的情况下无法将车开到极限，那么在使用循迹刹车时就有让车过度减速的风险。使用驾校方法驾驶，并记下那些刹车标记。

1. Brake a bit before your School braking point, but do not brake at the threshold. Instead, brake a slight bit less than usual because you do not want to lock up or activate ABS when you turn in.
1. 在到达学校刹车点之前稍微刹车，但<强 id=0>不要<强 id=1>在临界值刹车。相反，比平时少刹一点，因为在转弯时你不想抱死刹车或触发防抱死制动系统（ABS）。

2. Then, as you are about to turn the steering wheel, you will need to focus on 2 things:  
2. 然后，当你准备转动方向盘时，你需要关注两件事：

1. Do not instantly decrease brake pressure. Force yourself to hold the brake pressure. Since you started under the limit in a straight line, you will not lock up the moment you turn the wheel.
   不要立即降低刹车压力。强迫自己保持刹车压力。 由于你在直线行驶时是在极限之下起步的，所以在转动方向盘时不会抱死。
2. Turn the wheel slowly. If you turn the steering wheel too fast, you will lock up or instantly spin. Instead, give time for the load of the car to transfer without shocking the tires.
   缓慢转动方向盘。如果你转动方向盘太快，就会锁死或者瞬间打滑。相反，要给汽车负载转移留出时间，避免轮胎受到冲击。

3. Do not panic: your goal is to feel the car’s balance. What you will most likely encounter is oversteer.
3. 不要惊慌：你的目标是感受汽车的平衡。你最有可能遇到的情况是 转向过度。

Oversteer occurs when the rear tires lose grip while the front tires are still gripping. The car's rear will slide. This is how drift works.
当后轮失去抓地力而前轮仍有抓地力时，就会发生<强 id=0>转向过度。汽车的后部会侧滑。这就是漂移的原理。

You need to remember that you are comparing the car's rotation to your steering wheel rotation. For example, if you feel the car rotating more than the amount of steering you are putting, you are oversteering. Do not panic. Remember the following cues to notice oversteer
你需要记住，你正在将汽车的旋转与方向盘的旋转进行比较。例如，如果你感觉汽车的旋转幅度大于你转动方向盘的幅度，那么你就是转向过度了。不要惊慌。记住以下提示来察觉转向过度的情况。:

1. Steering: You will notice the feeling of oversteering partly through your steering wheel. Your steering wheel will get light. As previously said, if you feel the car is about to gain more rotation although you are not putting much steering, you are about to oversteer.
1. 转向：你将部分通过方向盘察觉到转向过度的感觉。你的方向盘会变轻。如之前所述，如果你感觉汽车即将增加旋转角度，尽管你没有打太多方向，那你即将转向过度。

2. Vision Offset: Make sure your vision is focused towards the apex of a corner before you turn in. For a blind corner, ensure that you are at least looking towards the corner while braking. I say this because a lot of drivers are only looking at the corner at turn-in: this is too late. I will expand on vision in another course. While you are looking at the corner, if the rear of the car is starting to step out, the angle of the car shoots towards being inward to the corner (see image below):
2. 视线偏移：在入弯前，要确保你的视线聚焦在弯道顶点。对于盲弯，刹车时至少要朝着弯道方向看。我这么说是因为很多车手只在入弯时才看向弯道：这就太晚了。我会在另一门课程中详细讲解视线问题。当你看着弯道时，如果车尾开始侧滑，车身角度就会朝着弯道内侧倾斜（见下图）：

Figure 6.3: Oversteer vision offset. The left side is a car gripping normally: the car's heading points roughly towards the apex. The right side is a car oversteering: the car's heading points towards the inside of the corner (exaggerated, but that's what it will feel like in-car).
图 6.3：转向过度视觉偏移。左侧为正常抓地的汽车：汽车的行驶方向大致指向弯道顶点。右侧为转向过度的汽车：汽车的行驶方向指向弯道内侧（有所夸张，但车内的感觉就是如此）。

3. Sound: Not applicable to real life unless your engine is very quiet, or your tires are louder than your engine. In simulators, tires will make a distinct sound when they are about to breach grip. There is a sound for a rolling tire, a slipping tire, and a sliding tire, in that order. You want to notice the noise of a slipping tire: a tire that is deforming but still gripping to the track. A slipping tire is the optimal way to use a tire. 
3. 声音：除非你的引擎非常安静，或者你的轮胎比引擎声音还大，否则这不适用于现实生活。在模拟器中，当轮胎即将失去抓地力时会发出明显的声音。按顺序来说，滚动的轮胎、打滑的轮胎和侧滑的轮胎都会发出声音。你要注意打滑轮胎的噪音：一种正在变形但仍抓着赛道的轮胎。打滑的轮胎是使用轮胎的最佳方式。

4. Feel (body): Not applicable to simulation unless you have a yaw device mounted to your rig. Just like the Braking Bad lesson, the lateral force from a car rotating will be felt through your body from the seat pushing it because of the racecar's motion. If a car is about to oversteer, you should feel an increase in car rotation although you did not turn the wheel more. 
4. 感受（身体）：除非你的模拟设备（赛车模拟器装备）上安装了偏航装置，否则不适用于模拟。就像《绝命毒师》中的教训一样，由于赛车的运动，汽车旋转产生的侧向力会通过座椅传递到你的身体上从而被感受到。如果一辆汽车即将转向过度，尽管你没有更多地转动方向盘，你也应该能感受到汽车旋转的加剧。

4. Correct the car. Oversteering occurs when the car has too much steer (rotation) relative to your wheel angle. To correct oversteer you need to remove steer (rotation) from the car to balance it out. There are two ways a car can steer: 1. Steering 2. Brakes (load transfer). You then need to correct using not only the steering but also the brakes: 
4. 修正汽车。当汽车相对于你的方向盘角度转向（旋转）过度时，就会发生转向过度。要<强 id=0>修正转向过度，你需要减少汽车的转向（旋转）以使其平衡。汽车有<强 id=1>两种转向方式：1. 方向盘转向；2. 刹车（负载转移）。然后你不仅需要用方向盘，还需要用刹车来修正：

1. Counter-Steering: You will notice the feeling of oversteering partly through your steering wheel. Your steering wheel will get light. The moment you feel this change in load in the steering, counter-steer. Counter-steering is the act of removing an amount of steering angle to remove rotation from an over-rotating (oversteering) car. It is a sharp correction to suddenly give grip back to the rear tires: it is "catching" the car. However, do not aggressively counter-steer: let the car speak to you. As you counter-steer, pay attention to how the steering feels, and keep your eyes locked on where you want to go. Tires have a self-centering force, they do not like to be deformed. Therefore, the car will already do half of the work for you if you listen to it carefully, and fast.
1.  反向转向： 你会部分通过方向盘察觉到转向过度的感觉。你的方向盘会变轻。在你感觉到转向负载发生这种变化的瞬间，进行反向转向。反向转向是减少一定转向角度以消除过度旋转（转向过度）车辆的旋转的操作。这是一种急剧的修正，能突然让后轮重新获得抓地力：这是在“控制住”车辆。然而，不要猛烈地反向转向：要听从车辆的“反馈”。当你进行反向转向时，注意转向的感觉，并将目光锁定在你想要去的地方。轮胎有自动回正力，它们不喜欢变形。因此，如果你仔细且快速地听从车辆的“反馈”，车辆就已经为你做了一半的工作。

2. Counter-Braking: Counter-brake. It sounds weird but hear me out. When the rear is about to step out, we counter-steer. The issue is that the steering controls the car's heading. If we keep counter-steering, we slowly offset our line away from the racing line. What other element can we use to correct over-rotation? The brakes. In a similar way to counter steering, sharply send a bit of load to the rear when you feel like it will step out. You do so by sharply reducing the brakes by a small percentage. The rear will instantly bite. Combine this with minimal counter-steer, and you will be able to control the rear from steeping out without offsetting your line away from the apex.
2. 反向制动：反向刹车。这听起来很奇怪，但听我解释。当车尾即将失控滑出时，我们会反向打方向盘。问题在于，转向控制着汽车的行驶方向。如果我们持续反向打方向盘，就会慢慢偏离赛车线。我们还能利用什么其他因素来纠正过度转向呢？刹车。与反向打方向盘类似，当你感觉车尾即将失控滑出时，迅速给车尾施加一点负载。你可以通过小幅急剧减少刹车力度来实现这一点。车尾会立即稳定下来。将此操作与最小幅度的反向打方向盘相结合，你就能控制车尾不滑出，同时不会偏离最佳行车路线（弯道顶点）。

Key Takeaway: The combination of counter-steering and counter-braking is the key to car control during trail braking.
要点： 在循迹刹车过程中，反向转向与反向制动相结合是汽车操控的关键。

It takes practice. Hence, it is better to do a lot of it on the sim first, and then fine-tune for the real-life lapping or racing you participate in.
这需要练习。因此，最好先在模拟器上大量练习，然后针对你参加的实际绕圈赛或竞赛进行微调。

I want you to understand this: You cannot stay under the limit. You need to also go over the limit to know where the limit is. 
我想让你明白这一点： 你不能总是处于极限之下。你也需要超越极限才能知道极限在哪里。