F1 will see a complete change in engine regulations in 2014, and we're having a closer look at what that means exactly
There are a number of other new caps in the 2017 regs.Brian Coat wrote:When I was a kid they taught us an idealised Otto efficiency expressed as a function of CR.
This series is touted as racing which improves Efficiency, Eco, Green etc.
There will be reasons of course; but isn't capping CR a bit counter-logical and innovation-stifling?
I thought hot air was what was needed for these lean charge ICEs? This seems to indicate that cold air is being used and they want it stopped.5.6.8 Engine plenum (as defined in line 4 of Appendix 2 to these regulations) air temperature must be more than ten degrees centigrade above ambient temperature. When assessing compliance, the temperature of the air will be the lap average recorded, by an FIA approved and sealed sensor located in an FIA approved location situated in the engine plenum, during every lap of the race. The first lap of the race, laps carried out whilst the safety car is deployed, pit in and out laps and any laps that are obvious anomalies (as judged by the technical delegate) will not be used to assess the average temperature. The ambient temperature will be that recorded by the FIA appointed weather service provider one hour before any practice session or two hours before the race. This information will also be displayed on the timing monitors.
are/aren't they already using such ?? (to some extent)NL_Fer wrote:Could it be a miller/adkinson cycle?
Variable valve timing is not allowed, but the engines have a limited powerband, so closing the intake valves on a fixed delay of a few degree after BDC could work i guess. Practicly lowering the compression ration, but keeping a larger, more efficient expension ratio.
The hybrid turbocharger would replace Millers supercharger and the MGU-K can also assist for lost power at low rpm,......
If they mandate a maximum compression ratio of 18:1, I would expect that all current engines are below this limit.henry wrote:Just scanned through the 2017 technical regulations published today. A new item is:
This would suggest that compression ratios are heading towards this figure if not there already. Does this seem likely?5.3.6 No cylinder of the engine may have a geometric compression ratio higher than 18.0.
The Miller/Atkinson cycle using late or early intake valve closure would certainly be interresting for F1NL_Fer wrote:Could it be a miller/adkinson cycle?
Variable valve timing is not allowed, but the engines have a limited powerband, so closing the intake valves on a fixed delay of a few degree after BDC could work i guess. Practicly lowering the compression ration, but keeping a larger, more efficient expension ratio.
The hybrid turbocharger would replace Millers supercharger and the MGU-K can also assist for lost power at low rpm, if that is even needed in a racing car.
I think they have to put a limit on the compression ratio anyway, to prevent insane combustion peak pressures and expensive enginering to make it last for 1/3 of a season.
Okamoto et al. concluded that a boosted engine with a geometric expansion ratio of 15.8 which uses LIVC to
achieve an effective compression ratio of 10.3 can improve WOT indicated thermal efficiency by 11.75% over an Otto cycle engine with a geometric compression ratio of 10.3.
How would that work with fuel at 400 bar?FW17 wrote:Are air assisted fuel injectors allowed in current rules?
If it is, it could be quiet useful with the pre-chamber jet ignition.
Does it always have to be that high?djos wrote:How would that work with fuel at 400 bar?FW17 wrote:Are air assisted fuel injectors allowed in current rules?
If it is, it could be quiet useful with the pre-chamber jet ignition.
