The basic principle is: to store the braking energy of the car body through technical means and release it as auxiliary power during the acceleration of the car
Why did the FIA ??introduce KERS?
Many people think that the introduction of KERS in F1 is a temporary move taken by the FIA ??to increase overtaking opportunities, increase competition excitement, suppress engine research and development, and control rising costs. This is completely wrong!
Nowadays, the automobile industry around the world is facing the contradiction between industrial development and environmental protection. Energy issues and carbon dioxide emissions are no longer fashionable topics, but problems that are right in front of us and need to be solved immediately. Last year, Germany introduced an indicator that carbon dioxide emissions should not exceed 120 grams per kilometer. If this indicator becomes a regulation, it will mean that large-displacement engines will no longer have a future. At the same time, some cities now even plan to only allow the use of hybrid vehicles in city centers, which means that manufacturers must ensure that their models can be equipped with hybrid systems when developing products. Through these two examples, we can see how urgent high-efficiency environmental protection technology is for the development of the automobile industry. At present, although major manufacturers have never reached any consensus, they have basically formed a default development idea: start with hybrid power and then transition to hydrogen power or pure electric power. Only in this way can the automobile industry have a future.
At this time, F1, which is famous for its high technology and is at the top of the golden spire of motor sports, will be in danger of being eliminated if it ignores this social trend. FIA Chairman Max Mosley said in 2006: "The trends in the world are changing, and the most obvious thing you will see is the issue of global warming. In every part of the world, there are very prominent public opinion movements. If we don't reform now, we will miss this trend, and F1 will fall behind and eventually die."
Some people may think Mosley's words are alarmist, but the current situation of F1 is as follows. : The fuel consumption per 100 kilometers of the 2.4-liter V8 engine is as high as 49KG. The limit speed of 19,000 rpm has no reference significance for civilian engines. The cost of building a 1:1 wind tunnel is more than 50 million euros, excluding the cost of 24-hour operation throughout the year. The practical value of a one-stop aerodynamic kit is zero….
Obviously, the current technological development direction of F1 is completely out of touch with society, and as energy and environmental problems intensify, it is running counter to the direction of social development. In the past, F1 was known as the experimental field of the automobile industry and the birthplace of advanced civilian technology; but now, with the changes in technological development trends, this function of it has become weaker and weaker! Under such circumstances, reform is imperative and cannot be delayed. Because no socially responsible person would worship a movement that uses “outdated” technology, wastes energy significantly, and harms the environment!
KERS is the first step taken by F1 to comply with this social trend and maintain its advanced nature. (For the long-term planning of the F1 power system, please click to view our previous reports)
3. FIA’s rule restrictions on KERS
In order to encourage and promote the development of KERS technology, the FIA ??has given This gives the team plenty of room to play. In the 2009 version of the F1 technical rules released on July 11 this year, the FIA ??only stipulated a few technical indicators of KERS, and all other aspects were open. According to Mosley, there are almost no limits to the development of KERS. The following are the only constraints in the new rules:
1. The maximum output and input power of the KERS system shall not exceed 60KW, and the total energy release per circle shall not exceed 400KJ. (Original Rules 5.2.3)
2 During the pit stop for refueling, the car may not add energy storage to the KERS system. (Original Rules 5.2.4)
3 The racing engine, gearbox, clutch, differential and KERS, as well as all related activation mechanisms, must be controlled by the ECU provided by the ECU supplier designated by the FIA ??(i.e. Mai Standard ECU provided by Kailun).
(Original text of rules 8.2.1)
The current version of the 2009 rules only limits KERS!
Four: KERS systems with two technical principles and their advantages and disadvantages (the focus of this article)
Under the loose rules framework of the FIA, there are currently two KERS systems under development with technical principles. Among them: flywheel kinetic energy recovery system and battery-motor kinetic energy recovery system. Below, we will introduce it in detail from five aspects: research and development background, technical principles, parameter indicators, technical difficulties, and solution advantages and disadvantages. First, let’s talk about the “flywheel kinetic energy recovery system” that has been launched.
A, R&D background
This is the technical solution that Renault will adopt, and Williams plans to buy it! In early 2007, with the support of Renault Automobile Company, two engineers of the Renault F1 Team, Jon Hilton and Doug Cross, left their headquarters in Enstone to form a company called "Flybrid Systems LLP" in Silverstone. company. Here, Flybrid is a combination of two English words flywheel and hybrid. We translate it as "Flywheel Hybrid System Company" Note: Hereinafter, it will be referred to as FB Company. The company developed a highly efficient flywheel kinetic energy recovery system in mid-2007 (see picture above).
The principle of the flywheel kinetic energy recovery system is actually very simple. Friends who played with pull-back toy cars as children know that when we roll the wheels backward to allow the energy storage structure (usually a spring or rubber band structure) to accumulate potential energy, and then place the car on the ground, the accumulated potential energy can make the car move quickly Get moving. FB Company's kinetic energy recovery plan adopts this basic principle. Note: It is the basic principle, that is, the conversion process from kinetic energy -> potential energy -> kinetic energy. But its specific working process must be much more complicated. You must know that this is an F1 car with a speed of more than 300 kilometers per hour. Let's take a look at its actual structure:
As shown in the picture above: This is the system schematic diagram provided by FB Company (the lower right is the CAD three-dimensional rendering). It is composed of: a set of high-speed flywheels, two sets of fixed transmission ratio gear sets, a CVT (continuously variable transmission) and a clutch (clutch 2). The continuously variable transmission is provided by technical partner Torotrak The company provides it, and another company, Xtrac, is responsible for manufacturing the transmission system. The working process of the system is as follows:
When the car is braking, the kinetic energy of the car body will be transmitted to the flywheel through the continuously variable transmission. At this time, the flywheel in the vacuum box is driven and rotates at high speed to accumulate energy. When the car exits a corner, the energy accumulated in the flywheel is released in the reverse direction through the continuously variable transmission. Note: The reverse here refers to the flow of energy, not the direction of rotation of the flywheel, and is transmitted between the output end of the main gearbox and the engine power. After merging, it is transmitted to the rear axle as a driving force. The entire system has a simple and compact structure and is controlled by a supporting program written in SECU (standard ECU). In terms of appearance, targeted adjustments can be made according to user needs. This means you can have different shape options!
C. Technical difficulties
As we all know, every kilogram of mass is useful for F1 racing cars. In order to achieve the highest possible energy density ratio (note: this indicator of the flywheel kinetic energy recovery system is already very high) and minimize the impact of the system on the counterweight of the racing car, the flywheel kinetic energy recovery solution requires the main body of the energy storage flywheel. As small as possible, but how does this meet energy storage specifications?
The solution adopted by FB Company is to increase the rotation speed. At present, the speed of their trial flywheel has reached 64,500 rpm, which is an almost crazy number. But new problems arise at this time, because high speed means that the system will generate huge heat and face huge wind resistance losses.
Hilton and Cross ultimately decided to package the flywheel inside a vacuum box, which, according to the company, has an internal air pressure of up to 1x10-7 Pa. What kind of concept is this? Jon Hilton said this is equivalent to one gas molecule having to travel 45 kilometers to meet another. But if you think about it, you have to do it. Placing the flywheel in a vacuum box can indeed solve the problems of heat generation and wind resistance loss, but how to prevent the air tightness of the bearing from being destroyed during the process of inputting and outputting power (to the flywheel)? A new problem is born again! Under the current technology, electrical conversion is an option, but the energy loss is too serious.
As a result, the two engineers found a solution. They invented innovative shaft sealing technology and have now applied for a patent.