Kinetic energy recovery system, the English name is abbreviated as KERS.
The main function of this system is to store body braking energy and release it as auxiliary power during acceleration. When used in Formula One racing cars, this system actually converts the energy of the braking step into electrical energy and stores it in the battery. When the energy is fully stored, it is used to provide additional power to the racing car in about 6.5 seconds. of approximately 80 horsepower.
This number is relatively tacky to most people. To give a more concrete example, the car will definitely accelerate at full speed when it reaches the straight. We assume that the top speed of the car on the straight can reach 300 kilometers per hour, and with this additional With 80 horsepower, the top speed can reach 320 kilometers per hour, which is an extra 20 kilometers per hour.
Of course, the speed of 20 kilometers can only be reflected in the maximum tail speed. After all, the extra 80 horsepower only lasts for 6.5 seconds, and acceleration also takes a while.
In a Formula One race, this system can only be used on the straights in one lap, but under certain conditions, these 80 horsepower are very useful. For example, when overtaking on a straight line, the extra 80 horsepower can have a decisive effect; for example, when starting the car, the extra 80 horsepower can give the car an advantage of about ten meters.
The 2009 season is known as the season with the biggest changes to Formula One rules in recent years. This season, slick tires were re-introduced, the height and width of the rear wing were redefined, in-season testing was canceled, and wind tunnel testing was restricted. A kinetic energy recovery system is also enabled.
However, at present, this technology is not yet mature enough to be used in Formula One racing cars. Even manufacturer teams that can produce their own engines are still in the experimental stage. After all, racing engines are precision machinery, and everything from design to experiment to production must be strictly controlled. Suddenly adding a kinetic energy recovery system device is definitely not the case. Just add it if you want.
So far, although several manufacturer teams such as Ferrari have come up with kinetic energy recovery systems, they are not the final product. This system is still very unstable, and independent teams do not have the ability to produce racing engines on their own. The development progress of the kinetic energy recovery system will be slow. Much slower. Even Newey, the design master of the Red Bull Racing Team, publicly expressed his unwillingness to use a kinetic energy recovery system.
The entire kinetic energy recovery system device weighs fifty kilograms, especially the battery that stores energy is very heavy. The weight of a Formula One car plus the driver is about 610 kilograms. An extra fifty kilograms is equivalent to an increase of one-twelfth of the weight, which will affect the lap time by at least 0.3 seconds. In the future, with the advancement of material technology, the weight of kinetic energy recovery system components will be reduced to less than 30 kilograms, and this will gradually be accepted by fleets.
Of course, the above is just a theoretical description. In fact, the materials of Formula One racing cars are very light, and even the chassis is made of carbon fiber. Therefore, it is often seen in the pit area that one person can carry a car's front nose or rear wing and fly away.
F1 rules require that the weight of the car plus the driver must be more than 600 kilograms. Under modern material technology, all racing cars cannot reach this weight. Therefore, the cars need to add certain weights to counterweight, and the kinetic energy recovery system device It just happens to offset some of the counterweight, so the impact of installing a kinetic energy recovery system on the speed of the car is not as great as theoretically expected.
The main reason why the team is unwilling to use the kinetic energy recovery system is not the weight. In addition to the immature technology, the more important reason is that it will change the aerodynamic layout of the car. Although the kinetic energy recovery system components are installed inside the car and have no impact on the appearance of the car, they do affect the entire car's counterweight system. For example, the original counterweight was at the front, but now it is placed at the back, and the entire aerodynamic layout of the car is affected. There is no impact, which means that the data needs to be recalculated, the wind tunnel test is re-conducted, and the racing car is re-tested. But in the new season, in-season testing has been canceled and wind tunnel testing has been restricted. Therefore, for the team, I would rather not use the kinetic energy recovery system, the extra 80 horsepower, or change the aerodynamic layout of the car.
…
On March 29, the first race of the 2009 Formula One Championship kicked off at the Albert Park Circuit.
Before the race even started, last year's defending Formula One champion was penalized for changing his gearbox and started from 18th on the grid. The Toyota car, which performed well in qualifying, was also penalized for using a variable rear wing. They had to readjust the parts of the car and start from the pit stop. There is a speed limit in the pit stop, and the start in the pit stop must be slower than the start on the track, which means that they will start in the last two.
The car was pushed onto the track, and reporters immediately swarmed in. They would not miss this last opportunity to get up close and personal with the car before the race.
The teams are more concerned about what tires their opponents are using. They can judge what strategies their opponents will use through different tires.
The two Ferrari racing cars took off the heat insulation covers of the tires. The green line on the tires indicates that Ferrari is using softer tires.
"Ferrari is using super-soft tires. They are really going to rush to the grid." Ross Brawn's voice rang in the headphones. He paused and then said: "The current track temperature is 31 degrees Celsius and the air temperature is 21 degrees Celsius. The weather is sunny and it looks like it won't rain today. This temperature is very suitable for the performance of the medium tires, but the super soft tires will last a few more laps. I saw that the safety car has walked out of the pit area and the tire warm-up lap It's about to start, wish you good luck..."
The safety car comes out of the pit lane and will lead all the cars through a warm-up lap.
After the warm-up lap, all the cars returned to the starting point, and the red lights hanging in front of them also turned on.
This is the start signal. A total of five red lights will light up in sequence. When all five red lights go out, the race will begin.
"This is Zhang Guan's first race start. Will he look nervously and step on the accelerator? Then he will be overtaken by other cars! Or maybe he will crash during the start and exit the race directly?" That " The reporter who expressed his personal views kept cursing Zhang Guan in his heart.
The audience has fallen silent, and everyone is staring at the track, waiting for the start of the race.
Finally, all five red lights were extinguished, the roar of the engine resounded, and a plume of smoke appeared behind many racing cars. This was a sign of incomplete combustion of gasoline, which was very common at the start.
"Zhang Guan! The start went smoothly! No mistakes! Defended the first place!"
The first chapter has been delivered, please give me a guaranteed monthly ticket!
(End of chapter)