POWER TRAIN WORKING GROUP PROPOSALS

Jean Jacques His, Ferrari Head of Powertrain Department16/11/2010

ESMSC Power Train Group targetsOur 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 TrainMain 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 challengeRoad 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 challengeFor 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 challengeFor 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 lossesVVT

VVL

EGR

Downsizing

Lean burn

Combustion improvementGDI

Ion sensing combustion control

HCCI

Diesel

Different number of strokes

Variable compression ratio

Reduction of friction lossesCoatings (DLC, …)

Variable flow oil pump

Solutions in developments for CO2 emissions on road

load point movingGearbox with high number of ratios

CVT….

load point moving + energy storage & recoveryEnergy 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 downsizingPower density

Boost system efficiency

Turbo-lag

Turbine inlet temperature

Knock control

Charge cooling

issuesA 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 injectiongasoline 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

issuesimportant 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 reductionmaterial treatments

oil performance

reliability & life time

issuesfriction 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

TransmissionUnlimited number of ratios should increase efficiency

Main challenges with transmissionsWeight

Efficiency

Upshift time

IssuesRisk of “exotic” transmission which would be convenient only for racing

CO2 emissions Energy storage & recovery / hybrid

Energy recovery and storage systemsA 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 systemsWeight

Efficiency of the components

Safety

IssuesR&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 controlEnergy 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 RegulationsIf a proper and sustainable fuel flow monitoring would be available, we might cancel the air flow restrictors

Main challenges with fuel flow monitoringPressure spikes in fuel lineNo buffer to be fitted between fuel flow measurement device and injection pumpVibrations, accuracy and reliabilityAveraging time is a crucial issue

IssuesMeet and evaluate potential suppliers of flow metersFuel consumption reductions to be scheduled by RegulationsRefuelling 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 solutionIn the various racing categories