2014 F1: The power unit explained
01-22-2014, 02:28 PM
#1
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2014 F1: The power unit explained
The engines have a double restriction on fuel consumption which will really change everything. In 2014 they will have cover a grand prix distance using 35% less fuel, with a maximum fuel load of 100kg (not the same as 100 litres). On top of that the rate of fuel flow is also limited to 100kg/hour. Now it does not take a scientist to work out that at the maximum flow rate the cars could not finish the race. So other strategies must be employed. This is where the ‘double hybrid’ system comes in.
The power units are fitted with two electric motors, one linked directly to the turbocharger, the other working in the same was that KERS MGU’s have done in the past. The combined maximum power output will be around 760bhp similar to the output of the rev limited V8′s of 2013.
But the make up of these power units is both complex and fascinating.
The power units are fitted with two electric motors, one linked directly to the turbocharger, the other working in the same was that KERS MGU’s have done in the past. The combined maximum power output will be around 760bhp similar to the output of the rev limited V8′s of 2013.
But the make up of these power units is both complex and fascinating.
http://www.racecar-engineering.com/a...nit-explained/
01-22-2014, 02:39 PM
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Here's the different part
MGU-H
The MGU-H is connected to the turbocharger. Acting as a generator, it absorbs power from the turbine shaft to convert heat energy from the exhaust gases. The electrical energy can be either directed to the MGU-K or to the battery for storage for later use. The MGU-H is also used to control the speed of the turbocharger to match the air requirement of the engine (eg. to slow it down in place of a wastegate or to accelerate it to compensate for turbo lag.)
The MGU-H is connected to the turbocharger. Acting as a generator, it absorbs power from the turbine shaft to convert heat energy from the exhaust gases. The electrical energy can be either directed to the MGU-K or to the battery for storage for later use. The MGU-H is also used to control the speed of the turbocharger to match the air requirement of the engine (eg. to slow it down in place of a wastegate or to accelerate it to compensate for turbo lag.)
01-23-2014, 08:47 AM
#5
Racer
Saw this cross-posted on Jalopnik. As an electronics tech, I'm quite curious about the construction of the turbo-mounted generator. I can't see it being a permanent magnet generator, as the magnets probably wouldn't survive the operating temperatures that I would expect it to see. Balancing a hand-wound armature to the point that it won't self-destruct at 100k+ rpm is no small feat either, and if using a brushless exciter that becomes even more difficult.
01-23-2014, 09:22 AM
#6
Safety Car
F1 cars are also going to look a lot different this year. Here's the Williams
Richard Newton
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Richard Newton
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01-23-2014, 11:37 AM
#7
Safety Car
2014 Rules (updated January 23 3:00 PM Pacific)
Here's most of the rule changes 2013 to 2014:
UPDATE Thursday Jan 23 after a meeting of the teams yesterday...
Amendments to the 2014 Sporting Regulations were approved, but are subject to ratification by the F1 Commission and teams. These include:
Z//
In 2014 the engine will be 1.6 liter V6 boosted with a turbocharger and larger energy recovery systems.
- In 2013 teams had eight engines per season and each engine had to last >= 2000 kms.
In 2014 they'll have just five before grid penalties kick in. Each power unit has to last >= 4000 kms.
- In 2013 engines had indirect injection.
In 2014 engines will have direct injection into cylinders, with fuel pumped in at 500 bar.
- In 2013 engines produced around 750 HP at up to 18,000 rpm.
In 2014 they'll knock out around 600 HP at up to 15,000 rpm. The engines will be fuel flow restricted (the last generation of unrestricted 1.5 liter turbos could produce 1500HP!)
- In 2013 gearboxes had seven forward gear ratios.
In 2014 the gearboxes will have eight forward gears which the teams must determine ahead of the season. This means that the ratios will be decided upon before the start of the season and then that's what the team will have to work with for the rest of the year!)
- In 2013 teams weren't limited to a fuel weight; typically they'd have 160 kg on board when they started.
In 2014 they'll have to manage with just 100kgs.
- In 2013 you could have two exhaust pipes which could be directed over the rear bodywork.
In 2014 there will be one exhaust pipe, angled straight up and with no bodywork placed behind it that would allow for for cunning plans like exhaust blowing and blown floors.
- In 2013 KERS was good for around 6-7 seconds a lap delivering 80 HP.
In 2014 ERS will deliver 160 HP plus, and will be available for around 30 seconds per lap.
- In 2013 KERS harvesting was done using brake energy to drive a generator.
In 2014 ERS will generate energy from two sources - kinetic energy from braking, ERS-K, and heat energy ERS-H.
- In 2013 drivers would adjust the brake bias manually to change the KERS harvesting.
In 2014 with so much energy needed to be recovered there will be a system controlled by the ECU that manages braking.
- In 2013 drivers used a push-button to call up KERS energy.
In 2014 the ERS will be delivered through the throttle pedal, it will be up to the drivers to vary engine maps to control how they use it.
- In 2013 a failure of KERS might cost 0.3 to 0.4 seconds a lap.
In 2014 an ERS failure will drop drivers over a second a lap and may give them a double whammy of having to save more fuel and go even slower.
- In 2013 a car weighed 642 kgs.
In 2014 with all the weighty energy recovery systems incorporated that has gone up to 690 kgs (and really should have gone 5kgs higher, except Mercedes supposedly blocked it.)
- In 2013 the nose height of cars was 550 mm.
In 2014 it will be a much droopier 185 mm.
- In 2013 front wings were almost as wide as the car at 1800 mm wide.
In 2014 they'll be obviously narrower at 1650 wide
- In 2013 teams experimented with beam wings below the main rear wing.
In 2014 these will be gone. And no playing around with dummy camera mounts either.
==============UPDATE Thursday Jan 23 after a meeting of the teams yesterday...
Amendments to the 2014 Sporting Regulations were approved, but are subject to ratification by the F1 Commission and teams. These include:
- The Stewards may now impose a five second time penalty which can be taken before work is carried out on the car in a pit stop.
- Team personnel must also wear helmets during qualifying, as well as the race.
- Drivers may not stop on the slowing down lap to save fuel for sampling and subsequent analysis; this will not be considered justifiable reason for stopping.
- For 2014 only, each team will be allowed six curfew ‘jokers’, previously there were two permitted. This is to allow more flexibility for working on the new engines and cars
- The weight of the car, without fuel, must not be less than 691 kg at all times during the Event. The weight limit has increased by 1 kg to take into account the difference in weight between the tires in 2013 and 2014.
- To be considered as a constructor, teams will now not need to design and manufacture suspension and brake ducts.
- The car minimum weight has been increased by 10kg, to 701kg, for 2015
- All tire heating devices will be prohibited in 2015
- For safety reasons, the front part of the chassis will not be able to climb too steeply rearward of the front of the chassis.
Z//
Last edited by Zoxxo; 01-23-2014 at 05:56 PM.
01-23-2014, 07:30 PM
#10
Safety Car
And they are correct. ALL racing series set down rules for what the cars can/cannot be. Even the late, lamented, "unlimited" CanAm series had specifications limiting certain elements (had to have room for two seats and have enclosed bodywork. 
)
The real difference lies in what the specs are designed to accomplish.
For the most part, Formula One invokes ever tighter specs in order to keep the costs down. If they didn't, they'd suffer the fate of CanAm, IMSA GTP, etc., as the rich teams/manufacturers priced the ability to even compete, much less win, out of the ballpark (
) Even with the current specs holding down the costs (sort of) the series has a real problem with this issue right now - only the big 4 (Red Bull, Ferrari, McLaren, and Mercedes) can afford to spend what it takes to be competitive race after race. Not good.
Update:
NASCAR, in particular, invokes stringent specs to ensure - as much as possible - equality between the cars so that, week after week, year after year, they can have headlines that say "the closest finish in the history of [fill in the blank]" so as to keep the PR machine healthy. It does also keep the costs down as it (supposedly) minimizes the endless, mega-expensive quest for that extra tenth of a second per lap
Formula One tends to be supportive (might be too strong a word) of innovation and creativity - though certainly not to the extent that they were 20 or 30 years ago. Even today, a clever interpretation of the rulebook can be allowed to remain part of the game for at least the current year (see blown diffusers and stalled rear wing elements for recent examples.) The "spec sheet" always leaves room for clever interpretation and the powers that be seem to still understand that this is a good thing even if their administration of justice often leave much to be desired.
Z//
)The real difference lies in what the specs are designed to accomplish.
For the most part, Formula One invokes ever tighter specs in order to keep the costs down. If they didn't, they'd suffer the fate of CanAm, IMSA GTP, etc., as the rich teams/manufacturers priced the ability to even compete, much less win, out of the ballpark (
) Even with the current specs holding down the costs (sort of) the series has a real problem with this issue right now - only the big 4 (Red Bull, Ferrari, McLaren, and Mercedes) can afford to spend what it takes to be competitive race after race. Not good.Update:
The FIA has confirmed its earlier plan to introduce cost control and cost reduction regulations for 2015, following a meeting yesterday.
The regulations will be presented to the World Motor Sport Council in June and will come into force for the start of next season.
An FIA statement said: "The FIA President reaffirmed to members of the WMSC the FIA’s intention to assure a healthy, affordable and spectacular FIA Formula One World Championship for the long-term future. At a meeting of the F1 Strategy Group yesterday, chaired by the FIA President, and attended by Bernie Ecclestone and the teams, it was unanimously agreed that cost reduction and cost control regulations will be presented to the WMSC in June 2014 for introduction in January 2015.”
The regulations will be presented to the World Motor Sport Council in June and will come into force for the start of next season.
An FIA statement said: "The FIA President reaffirmed to members of the WMSC the FIA’s intention to assure a healthy, affordable and spectacular FIA Formula One World Championship for the long-term future. At a meeting of the F1 Strategy Group yesterday, chaired by the FIA President, and attended by Bernie Ecclestone and the teams, it was unanimously agreed that cost reduction and cost control regulations will be presented to the WMSC in June 2014 for introduction in January 2015.”
NASCAR, in particular, invokes stringent specs to ensure - as much as possible - equality between the cars so that, week after week, year after year, they can have headlines that say "the closest finish in the history of [fill in the blank]" so as to keep the PR machine healthy. It does also keep the costs down as it (supposedly) minimizes the endless, mega-expensive quest for that extra tenth of a second per lap
Formula One tends to be supportive (might be too strong a word) of innovation and creativity - though certainly not to the extent that they were 20 or 30 years ago. Even today, a clever interpretation of the rulebook can be allowed to remain part of the game for at least the current year (see blown diffusers and stalled rear wing elements for recent examples.) The "spec sheet" always leaves room for clever interpretation and the powers that be seem to still understand that this is a good thing even if their administration of justice often leave much to be desired.
Z//
Last edited by Zoxxo; 01-23-2014 at 08:10 PM.
01-23-2014, 07:39 PM
#11
Safety Car
They have been wanting to be rid of them for several years now. They are just one more thing to carry around to the races. The "best drivers in the world" () ought to be able to handle a lap or two on cold tires and everyone will be in the same boat. I've always thought that the warmers are BS tech for sissies. Good riddance, IMO. Cold tires and turbo torque should make these new cars really fun to watch and make the drivers have to earn their keep a bit more. 
Z//
) ought to be able to handle a lap or two on cold tires and everyone will be in the same boat. I've always thought that the warmers are BS tech for sissies. Good riddance, IMO. Cold tires and turbo torque should make these new cars really fun to watch and make the drivers have to earn their keep a bit more. Z//
01-28-2014, 10:16 AM
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As an engineer I can appreciate the technology here, but the older F1 cars were certainly better looking, IMO.
01-28-2014, 10:46 AM
#20
Racer
For the most part, Formula One invokes ever tighter specs in order to keep the costs down. If they didn't, they'd suffer the fate of CanAm, IMSA GTP, etc., as the rich teams/manufacturers priced the ability to even compete, much less win, out of the ballpark () Even with the current specs holding down the costs (sort of)
) Even with the current specs holding down the costs (sort of)