CAR explains how a hybrid Formula 1 engine works with diagrams and details
The current engine formula is in service until at least until 2022. In summary, there’s a small internal combustion engine – a 1600cc V6 that’s turbocharged and features direct fuel injection. While this might be a recipe for a return to the eighties high boost 1500hp engines, the engine is instead capped by a fuel flow meter and the giddy heights of the mid-2000s 20,000rpm V8s is kept at bay by the fuel flow limit and a max rev limit of just 15,000rpm.
For 2014 the manufacturers had to work out how to make the engine produce power with a paucity of fuel. What’s more the chemical make-up of the fuel was also restricted, so simply making rocket fuel, as was so successful with the early eighties turbos, was not possible either. Running lean means the engine is on the verge of knock, running too lean will eventually break the engine.
In terms of packaging the combustion engine, turbo and hybrid systems, there are two basic layouts. Already the rules define the engine’s mounting bolt positions, ‘V’ angle and max piston size and spacing. Restricted by the basic architecture of the engine, only the freedom of the packaging of a single turbo above the engine and along its centreline was available.
With the right: fuel blend, combustion technique, packaging and cooling, the engine puts out some 530hp per litre. Even with less fuel flow and cubic capacity, the current combustion engine creates more horsepower than the old V8 engines it replaced.Having two hybrid systems on the car, makes for most of the complication in the current power unit. Although broken down it is simpler to understand, based on the same tech as hybrid/electric road cars and even similar to toy remote control cars.
Lessons from this greater power application have been learnt since 2014. In early testing in the power unit’s first year saw problems with the shafts and gears breaking under the sudden torque release from the MGU. Since then the manufacturers have found gentler ways to apply the torque and created a twisting shaft between MGU and the engine to absorb the spikes in power delivery.
As a motor, the MGU can help spin the turbo, but not to create boost when on throttle, as if it were an electric supercharger. Instead the motor can keep the turbo rpm high when off throttle to act as an Anti Lag System . Doing this takes energy from the battery, taking it away from other potential uses, but given the lack of fuel available, this is still attractive, as normal fuel hungry ALS strategies burn fuel in the exhaust to keep the turbo spinning.
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