POWER TRAIN WORKING GROUP
PROPOSALS
Jean Jacques His, Ferrari Head of Powertrain Department
16/11/2010
ESMSC Power Train Group targets
Our targets
a ) Propose solutions to improve the carbon footprint of race cars (another ESMSC
Working Group being in charge of the footprint of the event)
b ) Understand how motor sport might enhance the development of technical
solutions improving the emissions of passenger cars
c ) Focusing on power train, provide the appropriate tools needed by Fédération
Internationale de l’Automobile to define the race series which would be part of the
Environmentally Sustainable Motorsport strategy
Policies for ESMSC Power Train
Main guidelines
a ) Winner should cross the finish line first !
b ) Emphasis on energy efficiency, enable all efficiency technologies to be
embraced
c ) It is not the role of motor sport to determine which energy particles will be used to
road transport fuels. We should avoid pitting gasoline vs Diesel vs bio fuels ….
Energy to be regulated on a tank to wheel basis
d ) Hybrid technologies should be promoted to motor sport
e ) Driver aids : each class of racing should decide whether it wishes to encourage
efficient driving skills, or permit SW tools for optimum use of available energy
f ) Note : total activity of putting on a motor sport series should be carbon neutral, in
most cases the carbon footprint of competitors is negligible if compared to the
carbon footprint of the event
Fuel saving systems (for road cars) to investigate for racing power trains
Gasoline Direct Injection (including 2 / 4 stroke)
Diesel (including 2 / 4 stroke)
Turbo charging
Energy storage & recovery systems, waste heat recovery
Fuel cells
Transmissions
Energy management & monitoring
Energy allowance for the event
Potential power sent from reservoir to power train (instant fuel flow measurement)
Trip computer
CO2 challenge
Road cars vs motor sport
Relevance of motor sport for road car development
CO2 challenge for road cars, and fuel consumption of a race car are different
problems :
Race engines are mainly operated at high load, in their best efficiency area,
and potential improvement of fuel consumption for race engines is limited
Road car engines are mainly used at low load, in their worst efficiency
conditions. Engine efficiency at low load may be improved by solutions which
are not fully relevant to race operating conditions
Therefore, road cars are going massively towards downsizing and hybrids, and will
tremendously cut the CO2 emissions as long as the current reference cycle will
remain
The main objective of transplanting downsizing / turbo charging / hybrid systems …..
to race cars is to develop and promote road relevant technologies for reducing fuel
consumption of road cars
CO2 challenge
For motor sport
Proposals
If we agree that some specific solutions (i.e. : downsizing, energy storage
& recovery systems ..) are the technologies for future IC power trains to
be used on road cars, let’s introduce those solutions on race cars
Racing will enhance the development of those new components which
will be used on road cars. If they help to cover a longer distance, at the
same speed or faster with a given amount of fuel … they will have
improved the efficiency of the race car as well
CO2 challenge
For motor sport
Problems ….
How to make those solutions (which should give an advantage on CO2
emissions for road cars) “attractive” for competition use (rules should
enforce the application of those solutions)
How to keep the cost of those solutions (R&D + implementation on race
cars) at an acceptable level (see table at last page)
How to reduce the fuel consumption of the race car
Solutions in developments for
CO2 emissions on road
Reduction of pumping losses
VVT
VVL
EGR
Downsizing
Lean burn
Combustion improvement
GDI
Ion sensing combustion control
HCCI
Diesel
Different number of strokes
Variable compression ratio
Reduction of friction losses
Coatings (DLC, …)
Variable flow oil pump
Solutions in developments for
CO2 emissions on road
load point moving
Gearbox with high number of ratios
CVT….
load point moving + energy storage & recovery
Energy recovery systems
driving aids for the power train
Trip computer
Economy / sport mapping
CO2 emissions
Reduction of pumping losses
Proposal : downsizing would be allowed (boosting systems)
main technical challenges with downsizing
Power density
Boost system efficiency
Turbo-lag
Turbine inlet temperature
Knock control
Charge cooling
issues
A maximum boost level and air flow restrictor should be written in the
rules until a fuel flow measurement device is available
Important involvement & support of turbocharger suppliers necessary
CO2 emissions
Combustion Improvements
gasoline direct injection
gasoline direct injection to be encouraged, would combine positively with
downsizing
ignition / combustion control with ion sensing and / or cylinder pressure
measurement should be allowed
main challenges with gasoline direct injection (GDI)
very strong interaction between engine design (combustion chamber, intake
system) & injection system. GDI systems have not the flexibility of PFI
road engines have less than ≈ 50 kW / cylinder, engine speed ≈ 6500 rpm
wall guided lateral injectors (Audi, Ferrari..) vs. spray guided vertical injectors
(BMW)
 finding appropriate GDI systems for race engines may be critical / expensive
issues
important involvement & support of injection system suppliers necessary
high R&D costs
CO2 emissions
Combustion Improvements
turbo diesel
turbo Diesel should be a candidate
equivalence rules with gasoline engines remain an issue.
Diesel fuel specifications to be road relevant.
main challenges with turbo diesel
high combustion pressures (compression ratio of race engine should remain
realistic ..)
challenge for road going Diesel is not actually CO2…. : control NOx &
Particulate..
issues
Important involvement & support of injection system suppliers necessary
High R&D costs
Exhaust after-treatment with particulate filters or catalytic systems mandatory
CO2 emissions
Reduction of friction losses
innovation of surface treatments & coatings might come through race engines
bearing surfaces reduction is important for CO2 emissions
main technical challenges with friction reduction
material treatments
oil performance
reliability & life time
issues
friction reduction requires important testing programs, and continuous engine
redesign, but has many strong synergies with road engines design
important involvement & support of oil supplier necessary
it might be necessary to monitor bearing surfaces in some race categories
CO2 emissions
Load moving point
Transmission
Unlimited number of ratios should increase efficiency
Main challenges with transmissions
Weight
Efficiency
Upshift time
Issues
Risk of “exotic” transmission which would be convenient only for racing
CO2 emissions
Energy storage & recovery / hybrid
Energy recovery and storage systems
A strong trend in power train development for some time : should be
allowed in race cars
However KERS has just failed after its first year
The target should be : reduction of fuel consumption, but not increase of
performance
Main challenges with energy recovery and storage systems
Weight
Efficiency of the components
Safety
Issues
R&D cost
CO2 emissions
Energy management aids for the driver
trip computers
highly sophisticated trip computers are currently being developed to
save fuel and time for road cars
technology would be available for trip computers helping the driver to
manage fuel on board during the race
main challenges with trip computers
calibration of fuel injection system
possibility to save fuel : different fuel map, earlier upshift….
issues
to be decided in Sporting Rules
CO2 emissions
Energy monitoring
Energy flow control
Energy allowance for the race to remain the main engine performance restriction
Power flow to be measured & recorded at least in some cases, limitation being set in the
Sporting Regulations
If a proper and sustainable fuel flow monitoring would be available, we might cancel the
air flow restrictors
Main challenges with fuel flow monitoring
Pressure spikes in fuel line
No buffer to be fitted between fuel flow measurement device and injection pump
Vibrations, accuracy and reliability
Averaging time is a crucial issue
Issues
Meet and evaluate potential suppliers of flow meters
Fuel consumption reductions to be scheduled by Regulations
Refuelling time should strongly impact race result
Possible scenario for fuel saving solution
In the various racing categories
The choice of technologies depends on the purpose of the championship which is being
considered
‘technological development’ championships
- Technological development championships (i.e. F1, LMP) should select the road relevant
Technologies that Motor Industry deems suitable for development in motorsport
- R&D must be cost effective compared to other R&D approaches
‘Product promotional” championships
Product promotional championships (i.e. WRC, WTCC, GT) should select technologies that are
not only road relevant, but technologies that the Manufacturers actually wish to promote for the
products being showcased (i.e. 1,6 l, 4 cyl. Turbo GDI for WRC and WTCC, hybrids for GT…).
The level of development allowed, deviating away from production specs, should be carefully
decided by the participants
Cost will be the driver
Possible scenario for fuel saving solution
In the various racing categories