F 1 2014 : Turbocharged and Downsized Ice and Kers Boost
The paper discusses the FIA’s World Motor Sport Council (WMSC) new regulations for F1 power trains. The new regulations will see the 2.4 liter V8s currently used replaced by 1.6 liter V6s engines starting in 2014. The power units will have high pressure gasoline direct injection up to 500 bar. Engine speed limits on the new engines will be reduced from the current 18,000 rpm to a maximum of 15,000 rpm. The more environmentally-friendly units will be supported by augmented power output of the engine via energymanagement and energy-recovery systems. The paper discusses the possible performances the novel F1 cars could achieve with these novel engines and kinetic energy recovery systems, as well as the declared goal of making the F1 racing greener, the relevance of F1 to road cars, and finally the use of resource restrictions in F1. The major issue with new F1 rules is not just the total cost of research and development within the budget, but the ability to make the most out of the investment made for a more sustainable and greener road transport. The proposed high torque 475 kW 1.6 liter V6 turbo engine coupled with the proposed small 0.3 MJ 120 kW mechanical KERS may permit fuel savings of 40% vs. today’s low torque 525 kW 2.4 liters V8 naturally aspirated and even better driving performances on the most part of the race tracks.
Comparison of fuel economies of high efficiency diesel and hydrogen engines powering a compact car with a flywheel based kinetic energy recovery systems
Abstract Coupling of small turbocharged high efficiency diesel engines with flywheel based kinetic energy recovery systems is the best option now available to reduce fuel energy usage and reduce green house gas (GHG) emissions. The paper describes engine and vehicle models to generate engine brake specific fuel consumption maps and compute vehicle fuel economies over driving cycles, and applies these models to evaluate the benefits of a H 2 ICEs developed with the direct injection jet ignition engine concept to further reduce the fuel energy usage of a compact car equipped with a with a flywheel based kinetic energy recovery systems. The car equipped with a 1.2 L TDI Diesel engine and KERS consumes 25 g/km of fuel producing 79.2 g/km of CO 2 using 1.09 MJ/km of fuel energy. These CO 2 and fuel energy values are more than 10% better than those of today’s best hybrid electric vehicle. The car equipped with a 1.6 L DI-JI H 2 ICE engine consumes 8.3 g/km of fuel, corresponding to only 0.99 MJ/km of fuel energy.
Regenerative Braking in Diesel-Powered Urban Buses
This paper presents the results of a study on a pneumatic energy storage system for on-vehicle applications. These are: (1) The 4-stroke diesel engine can be adapted to perform the additional functions of compressor and expander. With the exception of the storage tank, the regenerative braking is accomplished without further increase in weight and cost of the vehicle. (2) The number of miles traveled per gallon of fuel consumed in High Performance Urban Route Cycle by a heavy urban bus or by a light school bus are increased by a factor of about three. Similar savings of fuel can be expected for a taxi. (3) The reduction in emissions is expected to equal or exceed the reduction in fuel consumption.