KERS technology revealed

Posted on | Author Keith Collantine

Jon Hilton of Flybrid, Adrian Moore of Xtrac and Dick Elsy of Torotrak with their compact flywheel and CVT variator for the KERSA British company has confirmed it is working with a top F1 team on the development of the Kinetic Energy Recovery System planned for 2009.

Torotrak is working with two other companies, Xtrac and Flybrid Systems, to supply several important technologies. These are Torotrak’s traction drive technology, a continuously variable transmissions (CVT) by Xtrac and Flybrid’s hybrid vehicle expertise. CVT was previously banned in Formula 1.

The picture shows Jon Hilton of Flybrid, Adrian Moore of Xtrac and Dick Elsy of Torotrak with their compact flywheel and CVT variator for the KERS.

Some teams are understood to be lobbying the FIA to delay the introduction of KERS to 2011.

The trio explained how the system works:

“The mechanical KERS system utilises flywheel technology developed by Flybrid Systems to recover and store a moving vehicle’s kinetic energy which is otherwise wasted when the vehicle is decelerated. The energy is received from the driveline through the Torotrak CVT, engineered and supplied by Xtrac, as the vehicle decelerates, and is subsequently released back into the driveline, again through the CVT, as the vehicle accelerates. The FIA has defined the amount of energy recovery for the 2009 season as 400kJ per lap giving the driver an extra 80hp over a period of 6.67 seconds.

“Compared to the alternative of electrical-battery systems, the mechanical KERS system provides a significantly more compact, efficient, lighter and environmentally-friendly solution.

“The components within each variator include an input disc and an opposing output disc. Each disc is formed so that the gap created between the discs is ‘doughnut’ shaped; that is, the toroidal surfaces on each disc form the toroidal cavity.

“Two or three rollers are located inside each toroidal cavity and are positioned so that the outer edge of each roller is in contact with the toroidal surfaces of the input disc and output disc.

“As the input disc rotates, power is transferred via the rollers to the output disc, which rotates in the opposite direction to the input disc.

“The angle of the roller determines the ratio of the Variator and therefore a change in the angle of the roller results in a change in the ratio. So, with the roller at a small radius (near the centre) on the input disc and at a large radius (near the edge) on the output disc the Variator produces a ‘low’ ratio. Moving the roller across the discs to a large radius at the input disc and corresponding low radius at the output produces the ‘high’ ratio and provides the full ratio sweep in a smooth, continuous manner.

“The transfer of power through the contacting surfaces of the discs and rollers takes place via a microscopic film of specially developed long-molecule traction fluid. This fluid separates the rolling surfaces of the discs and rollers at their contact points.

“The input and output discs are clamped together within each variator unit. The traction fluid in the contact points between the discs and rollers become highly viscous under this clamping pressure, increasing its ‘stickiness’ and creating an efficient mechanism for transferring power between the rotating discs and rollers.”

More about KERS

38 comments on “KERS technology revealed”

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  1. sounds like 2009 is the year f1 dies

  2. with the current engine rules, f1 needs this!

  3. Seriously, why the hell does this need to be on a formula 1 car? Lame!

  4. The fluid they speak of was used in Subaru 4wd drive couplings as far back as 1989 !!!!!! And some may remember the Subaru “Justy” with it’s CVT transmission. I wonder if the F1 team that has shown interest in all this is Dave Richards ProDrive team as he raced Subarus in WRC for several years. Although the text reads “TOP” F1 team and ProDrive has yet to make an appearance! Time will tell.

  5. Interesting sidebar from Number 38…, Why does this device sound more like a kind of boost (like forced induction, although in this case we’re just moving the driveline, not sucking extra air into the motor) than an environmental concept?

  6. So… an extra 80bhp on tap as the car accelerates out of a tight corner. And the loser is: any team who don’t fit this.

  7. SanPhire, I believe KERS is mandatory from the 2009 season.

  8. It’s not mandatory to have a KERS, but as it’s the only expansion permitted for the engines, every team will probably have one anyway.

  9. Aaron Mullan
    19th April 2008, 12:19

    I think this isn’t really the best way forward for F1 as this will just give the teams with larger budgets even more of an advantage than they already have now. Cars should be as similar as possible so that the best driver wins and not just the best car all the time. No one really knows who is the best driver from year to year just which team has the best car.

  10. Another nail in the coffin. . .

  11. f1 cars should illustrate what is possible technologically not made equal.  other formulae exist to give better entertainment and pitting driver against driver.  keep f1 at the cutting edge!

  12. I agree with jon corke! f1 isn’t about just the drivers. Honda wouldn’t have brought their new nose design to Spain last week if that were the case. F1 teams have the money and ability to develop new and exciting technology, even if it might be rejected by the FIA. so as far as I am concerned its part of their job. We have seen the FIA change rules one year and change em back the next, and that all about trying and testing to see what will keep the sport exciting and on the cutting edge of tech.  And if in 50 years petroleum based fuels are banned or something, I dam well hope that F1 is the first to adapt!

  13. F1 is has and should always be about cutting edge technology obviously driver safety has also been a key issue too in the last 15 years.   The pairing of best Driver and best technology.It has also  famously known as the F1 Circus,  well I’m here for the circus unscripted , expect the unexpected, real and live, striving to be bigger and better.If I wanted to watch close racing, at high speed with similar equipment , I’d watch Champ or Cart on oval tracks.  It is unfortunate that so few teams consistently dominate the top 4 or 5 spots, but hey thats life 20% consistently rising to the top.   The FIA should not be Bernie Ecclestones TV show promoter its job is the promotion of F1 as a sport Faster further higher, sport not soap opera. Cheers, Brendan

  14. Does this mean that all the F1 cars are going to have exactly the same power output? With a Booster of course…
    I suppose the next step will be that only one Manufacturer will be chosen to provide the engines, and only one Supplier will be used to provide the fuel too.
    I have a sneaking suspicion that Max is trying to turn F1 into a Big Boy’s GP2, or rather a Formula Ferrari. And since Flavio and Jean Todt are always in the shadows of any FIA decision, it may all be happening sooner rather than later.



  16. I have heard two things about this. The article above is outlining a KERS system that is purely mechanical. It seems like it would work from the momentum of a flywheel. I also read that Mario Thessin -sp? was talking about the KERS not being that green because batteries will be discarded after each race. This implies an electric hybrid. If KERS is electric I could see a “boost” button, but this article is talking about mechanical advantage.

    In terms of automotive technology F1 can be compared to war. Look at how much technology the public got from the World Wars when it was military development. The F1 teams are fighting with plenty of money and research going towards victories. Eventually F1 tech trickles down to what the common Joe might see in his car.

  17. Wouldn’t a Flux Capacitor be a better solution? Link it via a Bottom End Knocker-Spocket to the Thruggle Booster, bob’s your mothers brother – an extra 4bhp. Bernie will sell them to the teams for a small profit. Everone is happy!

  18. All of this talks about output from the system (this will apply whether mechanical or electrical) what it doesn’t describe is the additional loading to the overall engine system during input, and the corresponding additional costs associated with the loading, ie higher fuel consumption, additional wear and tear on components etc. Correct me if I’m wrong, and it’s a while since I did physics at school, but there is still no such thing as perpetual motion, so you can only at maximum regain the equivalent of what you put in, less a percentage attributed to drag, etc. Hence I cannot see how it will provide any added overall performance i.e. what you gain in acceleration at the point it is deployed you have lost earlier in charging up the system.

    As an aside, all teams are struggling with their KERS development, there have been injuries, someone will systain a serious injury before long and KERS will be removed.

  19. Tom – Nice idea, but the races would all stop when they hit 88mph! :)

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