Formula one kers how does it work

Illustration 2 shows the typical placement of the main components at the base of the fuel tank, and illustrates the system's basic functionality. This energy equates to around 80 horsepower and may be used for up to 6. The location of the main KERS components at the base of the fuel tank reduces fuel capacity by around 15kg, enough to influence race strategy, particularly at circuits where it was previously possible to run just one stop.

The system also requires additional radiators to cool the batteries. The weight of the KERS - about 35 to 40 kilos - raises the centre of gravity of the car by a few centimetres, enough to influence the handling in the corners.

Mechanical KERS, such as the system being developed by Williams, is opposed to the electrical KERS illustrated here It works on the same principle, but use a flywheel to store and re-use the waste energy. You May Also Like. Formula SAE: the school side of racing They are young, passionate, full of imagination and energy.

However, such translation devices normally weigh in the region of 50kg and require a lot of space: two things which Formula 1 teams go to great lengths to avoid. It was therefore paramount that the MGU weighed as little as possible, which is where the involvement of Magneti Marelli came in and by working together we have been able to produce a compact, lightweight solution to meet our particular needs.

The resulting MGU is very small as it is active only during braking and for six or so seconds of acceleration, while for the rest of the lap it can relax and dissipate the heat generated in the active moments. What does KERS mean for the fans? Well, the additional 60kW boost which equates to 80HP , limited to kJ per lap, will reduce lap times by between 0.

The implementations are similar to that what is used by hybrid passenger cars. The main difference is that in a hybrid car, the redelivered energy replaces the purpose of the engine and powers the car entirely. In Formula 1 this would be infeasible. Instead the energy is used in addition to the current engine.

The CVT subsequently handles the ratio of the torque provided by the motor connected to the engine and the torque from the flywheel. The obvious benefit of KERS is the boost provided. The KERS boost can provide drivers with an additional 80 bhp for up to 7 seconds a lap. This translates to more powerful acceleration which can make all the difference to a Formula 1 race. Drivers have been using it out of slow corners to help reach their top speed sooner as well as on straights to actually go past what would usually be their top speed.

While KERS could still provide even more power for longer to Formula 1 cars, there are several reasons why the current systems are not reaching their full potential. One of the toughest elements of electronic KERS is how to store the electrical energy, most of the teams use a lithium battery, not dissimilar to those used in mobile phones just a lot bigger.

But just like the battery in your phone when you charge the battery it gets hot so many of the KERS cars feature additional ducting to cool the systems. BMW however has taken a different approach by using devices known as super-capacitors instead of batteries, these run cooler and are arguably more efficient.

Williams have approached the energy storage problem in a totally different way, rather than fitting batteries or capacitors, they use a large flywheel. Ian Foley who inevented the system explains in this short video. A number of non electrical systems have also been developed for F1, most notably the Flybrid, designed by former Renault F1 engine boss Jon Hilton.