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2008-01-2964
Massimiliano Curto
Politecnico di Torino
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2008-01-2964
Massimiliano Curto
Politecnico di Torino
ABSTRACT
This paper deals with the development of a Lap Time
Simulator in order to carry out a first approximate
evaluation of the potential benefits related to the
adoption of the Kinetic Energy Recovery System (KERS).
KERS will be introduced in the 2009 Formula 1 Season.
This system will be able to store energy during braking
and then use it in order to supply an extra acceleration
during traction. Different technologies (e.g. electrical,
hydraulic and mechanical) could be applied in order to
achieve this target. The lap time simulator developed by
the authors permits to investigate the advantages both in
terms of fuel consumption reduction and the
improvement of the lap time.
INTRODUCTION
Starting from 2009 FIA allows the adoption of a Kinetic
Energy Recovery System, characterized by 60 kW of
maximum output power measured at the driven wheels.
The energy released by KERS may not exceed 400 kJ
during a single lap.
According to the new Formula 1 regulations, there is no
particular specification or limitation related to the kind of
technology which could be adopted for the development
of KERS. From a theoretical viewpoint, KERS could be
based on the following technologies:
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(1)
PTIRE,ROLLING _ RESISTANCE = f0 + K V 2 m g V
(2)
FZ = m g + 1 AIR S CDOWN V 2
2
PBRAKING,100%efficiency = (FZ ) V
meq = m +
i
J i i2
R2
(6)
(3)
(4)
PENGINE _ BRAKE is
(5)
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from the track end to its starting point, the best policy is
reconstructed.
Accuracy
Simulation time
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KERS Off
KERS On
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E =
1
2
2
meq Vfinal
Vinitial
2
(7)
Vfinal =
2 E
2
+ Vinitial
meq
(8)
st
nd
rd
th
th
th
th
th
40
20
10
30
282
108
85
134
162
222
241
277
570
20
1091
95
569
1092
1231
894
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Normal Lap :
OA + AB + BO
(9)
(10)
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of two laps is analyzed: the pit stop lap and the first lap
after the pit stop (in conditions of increased vehicle
weight). Formulas (11) express the values of vehicle
masses which characterize the vehicle (the actual
vehicle and the simulated vehicle) within the different
sections of the track during the two laps (according to
what happens during the race and according to the
simplified calculations of the simulator):
REAL DESCRIPTION :
OAMM + AB MM + BBox MM +
+ BoxAHM + AB HM + BO HM
PSO DESCRIPTION :
OAMM + AB MM + BO MM +
+ BoxA HM + AB HM + BBox HM
(11)
) (
= BO HM - BO MM + BBox MM - BBox HM
(12)
acceleration phase after the pit stop (vehicle reacceleration includes a first re-acceleration along the pit
stop lane from 0 to 100 km/h , a constant velocity
phase and a second acceleration at the end of the pit
stop lane).
tBBox MM tBBox HM
(13)
BO of the track:
t BO
HM
t BO
(14)
MM
(15)
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CONCLUSION
Figure 20 PSO results in case of 2 pit-stops on the
considered track. Fuel consumption RFC is optimized by
FCO
The target of this analysis is the definition of the best
solution for a whole race. In other words, this analysis
has to distinguish which optimization between the FCO
and LTO allows the vehicle to obtain the lower race time.
PSO guarantees the best pit stop strategy between those
simulated by LTO and FCO.
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REFERENCES
1. FIA Formula One Technical Regulation 2009 document update 22/12/06.
2. M. Mosley, 2006 British Grand Prix, Press
Conference, June 9, 2006.
3. Flybrid Flywheel Hybrid System Passes First Crash
Test; Developing for Road Cars as Well. Green Car
Congress.
October
28,
2007,
http://www.greencarcongress.com/2007/10/flybridflywhee.html.
4. Flybrid F1 Kinetic Energy Recovery System Voted
Engine Innovation of the Year, Green Car Congress,
November 9, 2007.
5. Milliken W., Milliken D.L., Race Car Vehicle
Dynamics, Ed. SAE International, ISBN 1-560915269, 1995.
6. Brahma A., Guezennec Y., Rizzoni G., Dynamic
Optimization of Mechanical/Electrical Power Flow in
Parallel Hybrid Electric Vehicles, Proceedings of the
5th International Symposium in Advanced Vehicle
Control, Ann Arbor, MI, USA.
7. Bertsekas D.P., Dynamic Programming and Optimal
nd
Control, 2 Edition, Athena Scientific, 2001.
8. Thomas D. W., Segal D. J., Milliken D. L.,
Michalowicz J., Analysis and Correlation Using Lap
Time Simulation Dodge Stratus for the North
American Touring Car Championship, SAE 962528.
ABBREVIATIONS
EM: Electric Motor
SCap: Super Capacitor
CONTR: Controller
DIFF: Differential
CVT: Continuous variable transmission
ICE: Internal Combustion Engine
RT: Refueling time
LT: Lap time
PSL: Pit Stop Lap
PSO: Pit Stop Optimization
LTO: Lap Time Optimization
FCO: Fuel Consumption Optimization
CONTACT
Aldo Sorniotti
Faculty of Engineering and Physical Sciences (FEPS)
University of Surrey
GU2 7XH Guildford
United Kingdom
Phone: +44 (0)1483 689688
Email: a.sorniotti@surrey.ac.uk