Can anybody enlighten me on KERS in F1? I understand the basic concept: energy 'recovered' under braking is converted by a generator/motor to electricity which charges a battery pack which then, on command, supplies electricity from the battery to power the now motor/generator to help power the car. What I don't understand is how it applies to F1 systems. To drive the generator/motor, the brakes first have to be applied, then that braking energy transferred to the drive shafts, then to the differential/gearbox, then to the crankshaft, and then finally to the generator/motor. Every step of the way there's a loss of energy because of inefficiency within the drivetrain. Is there really that much 'engine braking' to drive the generator/motor? Or is it just a technical smoke screen where the generator/motor is really just powered by engine (via the crankshaft) and teams just get to benefit from more power whenever they're allowed to push the button to drive the motor/generator? KERS would make more sense to me if it was driven off the rear of the gearbox, as in the 599 HY-KERS system, but off the front of the crank, it doesn't intuitively make as much sense to me. As you can tell, I'm not an engineer. Another question, it sounds really great that KERS can provide an additional 80 bhp (or whatever the particular hp gain is), but with revs limited to 18,000 rpm, the KERS benefit doesn't come from gaining higher revs, it must just spin the motor quicker to the rev limiter, right? As a consequence, wouldn't that require some extra thought about gearing and final drive ratios to best take advantage of when the KERS boost takes place? Thanks for your insight.
I understand that some KERS systems are just mechanical and work as a flywheel spun by the car under braking when it stores energy which is released just after the corner for accelaration. A bit like a kid's toy. Was that not the system used on an experimental Porsche 911 during the Nurburgring 24 hours last year? Other system are about recovering energy under braking by engaging generators, storing it in batteries that are used to power auxilliary electric motors placed on the wheels or on the drivetrain itself. These motors being themselves activated temporarily under accelaration at the demand of the driver. This reference from the drivers about 'too many buttons on the steering wheel' now...
There are two types of flywheel KERS. (as opposed to electric KERS) One works off a continuously variable transmission and the other is a differential type. Both of these transfer the torque from the drive wheel to the flywheel through either the differential or the CVT. The whole package fits inside the hub of the drive wheel. Minimal driveline loss. They can produce that much hp but it is for like 5 or 6 seconds or something. The flywheel spins like a half a gazillion RPM. (I forget but it is like Dremel quick as I recall) Not sure if my explanation made sense.
