Abstract
The paper aims at reviewing the evolution of the F1 engine technology and the associated regulatory framework governing the sport over the last 10 years. Technical regulations, in force since 2014, replaced the 2.4-liter V8 naturally aspirated engines with sophisticated hybrid units such as the 1.6-liter V6 turbocharged engines supported with energymanagement and recovery systems. Since 2014 the fundamental trend in the development of powertrains has been the advancement of their efficiency. Due to the fact that the fuel flow rate has been restricted, the maximum performance is now entirely dependent on the engine efficiency.
Highlights
The fundamental trend in the development of F1 engines of all generations has been their performance including, in particular, the maximum power and the maximum effective power in the engine speed range of ±3000 rpm against the engine speed of the maximum power
A conventional piston turbocharged combustion engine together with an electric motor is applied for the propulsion of the F1 vehicles
At the same time, aiming at achieving maximum similarity of the F1 engines to the ones used in general automotive sector, restrictions in the fuel consumption were introduced, the consequence of which was the requirement of using energy recovery systems to recuperate part of the kinetic energy during braking (MGU-K) and to recuperate part of the exhaust gas energy from the turbochargers (MGU-H)
Summary
The fundamental trend in the development of F1 engines of all generations has been their performance including, in particular, the maximum power and the maximum effective power in the engine speed range of ±3000 rpm against the engine speed of the maximum power. Początkowo FIA zakładała zastąpienie wolnossących silników V8 jednostkami 4-cylindrowymi o objętości skokowej 1,6 dm i maksymalnej prędkości obrotowej ograniczonej do 12 000 obr/min. Że potencjalne możliwości rozwojowe nowych turbodoładowanych silników mogą doprowadzić do uzyskania mocy maksymalnej od 475 kW do 525 kW, biorąc pod pressure limited to 4 bar) compared to 15–16 bar of the mean effective pressure obtained by 2.4 dm naturally aspirated V8 engines used until 2013. We present the characteristics of the maximum power output of the 1.5 dm F1 engine that, for the charging pressure limited to 4 bar, reached approx. KW and the boundary curve of the power output of the 2.4 dm naturally aspirated V8 engines, that amounted to 545 kW [2, 12, 13]
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