F1 Goes Hybrid

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The Scoop on Formula 1?s Kinetic Energy Recovery Systems.

The FIA took a dramatic step towards green racing this year with the introduction of KERS (Kinetic Energy Recovery System). Optional in 2009 and slated to be mandatory in 2010, the KERS system scavenges and stores energy otherwise lost under braking to be reused under acceleration. Designed as a move towards more environmentally sensitive racing, the true benefit is of course performance - offering an additional 82hp punch on demand.

But kinetic energy recovery is nothing new. Systems have been pioneered in road cars for years and even tested for Formula 1 as early as 1999. The most prevalent example today is the popular Toyota Prius, which has an animated graphic of the process on the center display. The inclusion of KERS into the highest form of motorsports however marks a milestone for green racing; one that will undoubtedly lead to major advances in the technology.

How it works



How it works Although teams are given the option to develop either mechanical or electrical storage, nearly all thus far have opted for the latter. The electric based KERS utilizes a liquid cooled 60kW motor/generator mounted to the front of the F1 V8. Under braking, the rear wheels drive the generator, storing a maximum of 400kJ per lap contained in a battery pack or super capacitor. At current, Williams-Toyota is the only team to have developed a mechanical based system, which utilizing a flywheel spinning at up to 64,500rpm to store recovered energy as opposed to a battery pack.

With either system, the driver may release the stored energy as often as needed up to a total of 6.67 seconds per lap and while traveling over minimum activation speed of 100 KPH. This allows for a significant advantage while overtaking or accelerating out of corners.

In Practice



In Practice KERS is not without its drawbacks. For starters, to offset the performance advantage, KERS equipped cars are handicapped by the 66Lbs the systems adds. The extra weight means teams have less ballast available to change the weight balance, thereby negating any overall lap time advantage. Additionally, safety concerns have risen with high voltage systems leading to at least one injury of a mechanic and even a fire at one team?s development facility. Last but certainly not least, the cost of developing these intricate eco-sensitive systems runs contrary Formula 1?s other desire to be economically sensitive by reducing team budgets. Renault team boss Briatore reported that the KERS development cost consumed half the team?s budget ? an issue that could ultimately lead to the demise of KERS in Formula 1.

On the track, KERS has had limited success with several teams opting to discontinue use during the 2009 season. With underwhelming performance concerns looming, a major win came mid season at the Belgium Grand Prix. Ferrari driver Kimi Raikkonen was able to make a KERS aided pass for the lead in an opening lap that, according to both drivers involved, would not have been otherwise possible. The win not only brought increased overtaking ability and excitement back to F1, but also pushed KERS back into the spotlight.

Going forward, the FIA remains dedicated to KERS and its continued evolution through at least 2013. Combined with fierce competition fueled by hefty development budgets, technological breakthroughs are inevitable. And with an average viewing audience of nearly 600 million per race weekend, green racing has never had such global influence.

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