CHAPTER I

INTRODUCTION

KERS means Kinetic Energy Recovery System and it refers to the

mechanisms that recover the energy that would normally be lost when reducing
speed. The energy is stored in a mechanical form and retransmitted to the wheel
in order to help the acceleration. Electric vehicles and hybrid have a similar system
called Regenerative Brake which restores the energy in the batteries .The device
recovers the kinetic energy that is present in the waste heat created by the car’s
braking process. It stores that energy and converts it into power that can be called
upon to boost acceleration. There are principally two types of system - battery
(electrical) and flywheel (mechanical). Electrical systems use a motor-generator
incorporated in the car’s transmission which converts mechanical energy into
electrical energy and vice versa. Once the energy has been harnessed, it is stored
in a battery and released when required. Mechanical systems capture braking
energy and use it to turn a small flywheel which can spin at up to 80,000 rpm.
When extra power is required, the flywheel is connected to the car’s rear wheels.
In contrast to an electrical KERS, the mechanical energy doesn’t change state and
is therefore more efficient. There is one other option available - hydraulic KERS,
where braking energy is used to accumulate hydraulic pressure which is then sent
to the wheels when required.

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 CHAPTER II

CONSTRUCTION DETAILS

The first, mechanical, consisted of using a carbon flywheel in a vacuum

linked via a CVT transmission to the differential. This system stores the
mechanical energy, offers a big storage capacity and has the advantage of being
independent from the gearbox. However, to be driven precisely, it requires some
powerful and bulky actuators, and lots of space.
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

2
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. The second option, electrical, was to rely on an electrical motor, which
works by charging the batteries under braking and releasing the power on
acceleration. This system consists of three important parts:

1. An electric motor (MGU: Motor Generator Unit) situated

between the fuel tank and the engine, linked directly to the crankshaft of the V8
to deliver additional power.

2. Some latest generation ion-lithium batteries (HVB: High

Voltage Battery Pack) capable of storing and delivering energy rapidly.

3. A control box (KCU: KERS Control Unit), which manages

the behaviour of the MGU when charging and releasing energy. It is linked to the
car’s standard electronic control unit.

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 In essence a KERS systems is simple, you need a component for generating
the power, one for storing it and another to control it all. Thus KERS systems have
three main components: The MGU, the PCU and the batteries. They are simply
laid out as in the diagram below:

Fig No: 1 (Schematic Assembly Of KERS in a F1 car )

2.1 MGU (Motor Generator unit)

Mounted to the front of the engine, this is driven off a gear at the front of
the crankshaft. Working in two modes, the MGU both creates the power for the
batteries when the car is braking, then return the power from the batteries to add

4
power directly to the engine, when the KERS button is deployed. Running high
RPM and generating a significant Dc current the unit run very hot, so teams
typically oil or water cool the MGU.

Fig N0 1.1 (MARELLI MGU as used by Ferrari)

Fig No 1.2 (MARELLI prototype PCU)

2.2 BATTERIES

During the 2009 season only electrical batteries were used, although at least
two flywheel systems were in development, but unraced. We will focus on the
arrays of lithium-ion batteries that were raced. Made up of around 40 individual
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cells, these batteries would last two races before being recycled. In McLaren’s
case these were mounted to the floor in the side pods beneath the radiators. Other
teams mounted them in a false bottom to the fuel tank area for safety in the event
of a crash. Being charged and discharged repeatedly during a lap, the batteries
would run very hot and needed cooling, this mainly took the form of oil or water
cooling, and again McLarens example had them pack water cooled with its own
pump and radiator.

2.3 PCU (Power Control Unit)

Typically mounted in the side pod this black box of electronics served two
purposes, firstly to invert & control the switching of current from the batteries to
the MGU and secondly to monitor the status of the individual cells with the
battery. Managing the battery is critical as the efficiency of a pack of Li-ion cells
will drop if one cell starts to fail. A failing cell can overheat rapidly and cause
safety issues. As with all KERS components the PCU needs cooling.

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 CHAPTER III

KERS IN FORMULA 1

The FIA (Federation International Automobile) have authorized hybrid

drivetrains in Formula 1 racing for the 2009 racing season. The intent is to use the
engineering resources of the Formula 1 community to develop hybrid technology
for use not only in motorsport but also eventually in road vehicles. The hybrid
systems specifications have been kept to a minimum, especially the type of hybrid
system. This was done purposely to lead to the study and development of various
alternatives for electrical hybrids which has been met with success.

The FLYBIRD Kinetic Energy Recovery System (KERS) was a small and
light device designed to meet the FIA regulations for the 2009 Formula One
season. The key system features were:

 A flywheel made of steel and carbon fibre that rotated at over 60,000
RPM inside an evacuated chamber
 The flywheel casing featured containment to avoid the escape of any
debris in the unlikely event of a flywheel failure
 The flywheel was connected to the transmission of the car on the output
side of the gearbox via several fixed ratios, a clutch and the CVT
 60 kW power transmission in either storage or recovery
 400 kJ of usable storage (after accounting for internal losses)
 A total system weight of 25 kg
 A total packaging volume of 13 litres

The layout of the device was tailored exactly to meet the customer's
requirement resulting in a truly bespoke solution that fitted within the tight
packaging constraints of a F1 car.

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 The mechanical KERS system utilises flywheel technology developed by
FLYBIRD Systems to recover and store a moving vehicle’s kinetic energy which
is otherwise wasted when the vehicle is decelerated.

With a focus on safety, the FIA have specified a limit on both the power
rating of the hybrid system at 60kW and the quantity of energy transfer which
makes overtaking another vehicle on the track easier and the race much more
interesting .Thus although a 0.3s boost to lap times, the system was ultimately
limited in its potential to improve lap times. Thus no team could create a
competitive advantage from a more powerful system. Then the weight of the
system created issues, At a time when the wider front slick tyres demanded an
extreme weight distribution of up to 49% weight on the front axle, the 25+Kg of
a KERS system mounted behind the Centre of gravity, the handicapped teams
being able to push weight forwards. Most teams dropping or not racing their
system cited weight as the main reason for its loss.

The 60kW/400kJ limits in Formula 1 will not apply to road cars. Road cars
will safely have more power and energy transfer due to their larger weight when
compared with race cars, which will provide them with significant benefits.

There is more than one type of KERS used in motorsports. The most
common is the electronic system built by the Italian company
MAGNETIMARELLI, which is used by Red Bull, Toro Rosso, Ferrari, Renault
and Toyota. Although races have been won with this technology, KERS was
removed from the 2010 Formula 1 season due to its high cost.

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 FIG NO: 2.1 (A KERS FLYWHEEL)

FIG NO: 2.2 (FLYBIRD KINETIC ENERGY RECOVERY SYSTEM)

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3.1. ANCILLERIES

Aside from these main components the KERS system also integrates with
the FIA Security in order to control and monitor the PCU. KERS has to be driver
activated; this is achieved from a steering wheel button. Although the drive has to
initiate the KERS boost, the teams set the system up such that the driver knows to
engage the system out of specific corners, the system then delivers the
predetermined amount of boost specific to the demands of that section of track. In
practice the KERS systems is being charged and discharged to this present map of
activations, which smoothens the balance between charging and discharging, so
the system does not overcharge above the regulatory limit. Again the SECU
ensures no more than the capped amount of energy is delivered each lap.

FIG NO: 3 (KERS Schematic)

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 Sensors :boost button, brake sensor
 Actuators: electric motor/generator unit, continuously variable
transmission, flywheel, electro-hydraulic system, clutch.
 Data Communications: CAN Bus.
 Manufacturers: Bosch Motorsport, FLYBIRD Systems, MAGNETI
MARELLI, Williams Hybrid Power, ZYTEK Group.

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 CHAPTER IV

TYPES OF KERS

Advanced transmissions that incorporate hi-tech flywheels are now being

used as regenerative systems in such things as formula-1 cars, where they're
typically referred to as kinetic energy recovery systems (KERS).

The types of KERS that have been developed are:

4.1. Mechanical KERS

4.2. Electro-mechanical KERS

4.3. Hydraulic KERS

4.4. Electronic KERS

Of the three types of KERS units – mechanical, electrical and hydraulic – Formula
1 teams have decided to go for the mechanic one. The reasons behind this choice
are quite logical: less weight, better weight distribution, increased power boost
and improved fuel economy.

4.1. Mechanical KERS

The mechanical KERS system has a flywheel as the energy storage device
but it does away with MGUs by replacing them with a transmission to control and
transfer the energy to and from the driveline. The kinetic energy of the vehicle end
up as kinetic energy of a rotating flywheel through the use of shafts and gears.
Unlike electronic KERS, this method of storage prevents the need to transform
energy from one type to another. Each energy conversion in electronic KERS
brings its own losses and the overall efficiency is poor compared to mechanical
storage. To cope with the continuous change in speed ratio between the flywheel
and road-wheels, a continuously variable transmission (CVT) is used, which is
managed by an electro-hydraulic control system. A clutch allows disengagement
of the device when not in use. As Li-ion batteries are still an expensive emerging

12
technology, plus they have associated risks, recycling and transport problems. The
attraction of flywheel KERS is obvious, however no team have raced such a
system in F1. Flywheels can effectively replace the Li-ion batteries with in a
typical KERS system, the flywheel being mated to a second MGU to convert the
power generated by the primary MGU on the engine into the kinetic to be stored
in the flywheel. Williams are believed to have just such a system. However the
simper flywheel solution is connect the flywheel system via a clutched and geared
mechanism.

4.2. Electro-mechanical KERS

In electro-mechanical KERS energy is not stored in batteries or super-

capacitors, instead it spins a flywheel to store the energy kinetically. This
system is effectively an electro-mechanical battery. There is limited space in a
race car so the unit is small and light. Therefore, the flywheel spins very fast
to speeds of 50,000 - 160,000 rpm to achieve sufficient energy density.
Aerodynamic losses and heat builds up are minimized by containing the
spinning flywheel in a vacuum environment. The flywheel in this system is a
magnetically loaded composite (MLC). The flywheel remains one piece at
these high speeds because it is wound with high strength fibres. The fibres have
metal particles embedded in them that allows the flywheel to be magnetized as
a permanent magnet.

The flywheel will perform similarly to an MGU. As the flywheel spins, it

can induce a current in the stator releasing electricity or it can spin like a motor
when current flows from the stator. This flywheel is used in conjunction with
an MGU attached to the gearbox which supplies electrical energy to the
flywheel from the road and returns it to the gearbox for acceleration at the touch
of a button. Not all flywheels used in the electro-mechanical KERS are
permanent magnets. Instead, these systems use two MGUs, one near the
flywheel and another at the gearbox. Some systems use flywheels and batteries
together to store energy.

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4.3. Hydraulic KERS

A further alternative to the generation and storage of energy is to use hydraulics.

This system has some limitations, but with the capped energy storage mandated
within the rules the system could see a short term application. Separate to the cars
other hydraulic systems, a hydraulic KERS would use a pump in place of the MGU
and an accumulator in place of the batteries. Simple VALVING would route the
fluid into the accumulator or to the pump to either generate or reapply the stored
power. Hydraulic accumulators are already used in heavy industry to provide back
up in the event of failure to conventional pumped systems.

Using filament wound carbon fibre casing, an accumulator of sufficient

capacity could be made light enough to fit into the car. They might be capped in
terms of practical storage wit in the confines of an F1 sized system, but McLaren
had prepared just such an energy recovery system back on the late 90s, but it was
banned before it could race. With the relatively low FIA cap on energy storage,
just such a system could be easily packaged, the hydraulic MGU would be sited
in the conventional front-of-engine position and the accumulator, given proper
crash protection fitted to the side pod. Saving space would be minimal control
system (equivalent to the PCU) as the VALVING to control the system could be
controlled by the cars main electro hydraulic system. McLaren have recently been
quoted as saying the 2011 KERS would be more hydraulic and less electronic
giving rise to speculation that a hydraulic storage system could be used.

An older technology than that of the kinetic steering wheels and batteries
to create KERS for trucks: A hydraulic fluid.

The HLA (Hydraulic Launch Assist) developed by Eaton is located

between the transmission and the back axis of the truck. When the driver steps on
the brake, it uses the movement of the wheels to compress hydraulic fluid, thus
reducing the truck’s speed. When the truck accelerates again, the energy returns
to the wheels. This is a hydraulic recovery system. The principle behind hydraulic
KERS units, by contrast, is to reuse a vehicle’s kinetic energy by conducting

14
pressurized hydraulic fluid into an accumulator during deceleration, then
conducting it back into the drive system during acceleration.

This system can save up to 30% on fuel in trucks that make numerous stops
such as garbage trucks. In addition brakes have a larger life span, five times more
than a simple diesel-electric hybrid, which increases the weight of the truck by
about half a ton. But there are some fundamental problems here as well. One is
the relatively low efficiency of rotary pumps and motors. Another is the weight of
incompressible fluids. And a third is the amount of space needed for the hydraulic
accumulators, and their awkward form factor. None of this matters too much in,
say, heavy commercial vehicles but it makes this option unsuitable for road and
racing cars.

FIG NO: 4.1(.Carbon Fibre Hydraulic Accumulator)

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 FIG NO: 4.2. HLA (Hydraulic Launch Assist)

4.4. Electronic KERS

In electronic KERS, braking rotational force is captured by an electric
motor / generator unit (MGU) mounted to the engines crankshaft. This MGU takes
the electrical energy that it converts from kinetic energy and stores it in batteries.
The boost button then summons the electrical energy in the batteries to power the
MGU. The most difficult part in designing electronic KERS is how to store the
electrical energy. Most racing systems use a lithium battery, which is essentially
a large mobile phone battery. Batteries become hot when charging them so many
of the KERS cars have more cooling ducts since charging will occur multiple
times throughout a race. Super-capacitors can also be used to store electrical
energy instead of batteries, they run cooler and are debatably more efficient.

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 CHAPTER V

KERS & REGENERATIVE BRAKING

Since kinetic energy is the energy of motion, you could probably guess
that cars create lots of it. Capturing some of that kinetic energy for the sake of fuel
efficiency in a hybrid car is a little tricky, but regenerative braking is one common
method employed by many automakers.

On a non-hybrid car during a routine stop, mechanical braking slows and

then stops the vehicle. For instance, if your vehicle has disc brakes, the brake pads
clamp down on a rotor to stop the car. If your car has drum brakes, the brake shoe
pushes the brake lining material outward toward the brake drum surface to slow
or stop the car. In both cases, most of the kinetic energy in the spinning wheels is
absorbed by the pads or the drums, which creates heat.

On a hybrid car that uses regenerative braking, the electric motor is used to
slow the car. When the motor is operating in this mode, it acts as a generator to
recover the rotational kinetic energy at the wheels, convert it into energy and store
it in the car's batteries. When the driver of the hybrid car takes his or her foot off
of the accelerator pedal, the resistance provided by the generator slows the car first
and then the mechanical brake pads can be applied to finish the job. Of course, the
mechanical brake pads can also be engaged immediately in an emergency braking
scenario.

Regenerative brakes may seem very hi-tech, but the idea of having "energy-
saving reservoirs" in machines is nothing new. Engines have been using energy-
storing devices called flywheels virtually since they were invented.

The basic idea is that the rotating part of the engine incorporates a wheel
with a very heavy metal rim, and this drives whatever machine or device the
engine is connected to. It takes much more time to get a flywheel-engine turning
but, once it's up to speed, the flywheel stores a huge amount of rotational energy.

17
A heavy spinning flywheel is a bit like a truck going at speed: it has huge
momentum so it takes a great deal of stopping and changing its speed takes a lot
of effort. That may sound like a drawback, but it's actually very useful. If an engine
(maybe a steam engine powered by cylinders) supplies power erratically, the
flywheel compensates, absorbing extra power and making up for temporary lulls,
so the machine or equipment it's connected to is driven more smoothly.

The heavy metal flywheel attached to this engine helps to keep it running
at a steady speed. Note that most of the heavy metal mass of the flywheel is
concentrated around its rim. That gives it what's called a high moment of inertia:
it takes a lot of energy both to make it spin fast and slow down. It's easy to see
how a flywheel could be used for regenerative braking. In something like a bus or
a truck, you could have a heavy flywheel that could be engaged or disengaged
from the transmission at different times. You could engage the flywheel every
time you want to brake so it soaked up some of your kinetic energy and brought
you to a halt. Next time you started off, you'd use the flywheel to return the energy
and get you moving again, before disengaging it during normal driving. The main
drawback of using flywheels in moving vehicles is, of course, their extra weight.
They save you energy by storing power you'd otherwise squander in brakes, but
they also cost you energy because you have to carry them around all the time.

Advanced transmissions that incorporate hi-tech flywheels are now being

used as regenerative systems in such things as formula-1 cars, where they're
typically referred to as kinetic energy recovery systems (KERS).

5.1. KERS dissimilar from Regenerative Braking

Traditional hybrids acquire electrical energy from braking in a similar way
that electrical KERS equipped vehicles do but the difference lies in how the energy
is reused. While KERS quickly re-injects the energy back into the powertrain to
provide additional power boost in conjunction with the engine, the traditional
hybrid saves the energy to power the electric power train. KERS is different from
traditional hybrids in that the stop start functionality is not a prime goal of the

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system. KERS work very well in conjunction with engine mounted Stop/Start
systems, or it can be engine mounted and used for stop start functionality. The
KERS hybrid system cannot be "charged" by the engine directly, which is the
requirement that ha lead to its name, "KERS".

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 CHAPTER VI

CARMAKERS – APPLICATION OF KERS TECHNOLOGY

6.1. FERRARI

The HY-KERS VETTURA LABORATORIO (experimental vehicle) is an

example of how Ferrari is approaching the development of hybrid technology
without losing sight of the performance traits and driving involvement that have
always exemplified its cars.

Weighing about 40 kg, the compact, tri-phase, high-voltage electric motor

of the HY-KERS is coupled to the rear of the dual-clutch 7-speed F1 transmission.
It operates through one of the transmission’s two clutches and engages one of the
two gearbox primary shafts. Thus power is coupled seamlessly and
instantaneously between the electric motor and the V12. The electric motor
produces more than 100 HP as Ferrari’s goal was to offset every kilogram increase
in weight by a gain of at least one hp.

Under braking the electric drive unit acts as a generator, using the kinetic
energy from the negative torque generated to recharge the batteries. This phase is
controlled by a dedicated electronics module which was developed applying
experience gained in F1 and, as well as managing the power supply and recharging
the batteries, the module also powers the engine’s ancillaries (power steering,
power-assisted brakes, air conditioning, on-board systems) via a generator
mounted on the V12 engine when running 100 per cent under electric drive. It also
incorporates the hybrid system’s cooling pump. This experimental vehicle thus
maintains the high-performance characteristics typical of all Ferraris while, at the
same time, reducing CO2 emissions on the ECE + EUDC combined cycle by 35
per cent.

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6.2 VOLVO

Volvo is experimenting with a Formula 1 style drive system which is

claimed to cut fuel consumption by up to 20 per cent. The Swedish car maker is
about to start road trials using a vehicle fitted with a kinetic energy recovery
system, or KERS. Volvo is using the technology not only to improve performance
but also to aid fuel economy. It uses a flywheel fitted to the rear axle which
captures energy from the car under braking. The flywheel spins at up to 60,000rpm
and when the car moves away the stored energy is released to drive the rear wheels
via a special transmission. Volvo says that when allied to stop/start systems which
switch off a car's engine when it comes to rest in traffic, the Flywheel KERS
reduces fuel urban fuel consumption by some 20 per cent.

Volvo aims to develop a complete system for kinetic energy recovery. Tests
in a Volvo car will get under way in the second half of 2011. This technology has
the potential for reducing fuel consumption by up to 20 per cent. What is more, it
gives the driver an extra horsepower boost, giving a four - cylinder engine
acceleration like a six-cylinder unit. They claim that the system can have the effect
of adding an extra 80 horsepower to an engine which could significantly improve
acceleration.

They are not the first manufacturer to test flywheel technology, but nobody
else has applied it to the rear axle of a car fitted with a combustion engine driving
the front wheels. The Swedish carmaker expects cars with flywheel technology to
reach the showrooms within a few years if the tests and technical development go
as planned.

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 FIG NO: 5.1 (Volvo Flywheel KERS System Layout)

6.3. JAGUAR

A consortium led by a Jaguar Land Rover is developing a flywheel-hybrid

system that it says boosts performance by 60 kilowatts (about 80 horsepower)
while improving fuel efficiency 20 percent. The consortium, which includes
automakers like FORD and engineering firms like PRODRIVE, sees a market for
flywheel hybrids among luxury automakers. During braking, a small continuously
variable transmission (CVT) mounted on the rear differential transfers the kinetic
energy to a flywheel. When the driver applies the accelerator, the flywheel returns
the energy through the CVT to the wheels, providing a boost of 60 kilowatts for
around 7 seconds. The flywheel spins at up to 60,000 rpm.

Jaguar is testing its purely mechanical flywheel system, which reportedly weighs
143 pounds, in an XF sedan. Jaguar says it is superior to battery-electric hybrid
systems because flywheels are smaller, cheaper and more efficient.

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 CHAPTER VII

CONCLUSION

By adopting the cheaper and lighter flywheel system (the ideal solution if
it could be made to fit into the no-refuelling era cars), a more powerful boost, and
limiting the number of activations in a race it would cover all the bases it needs
to. It would be affordable for the all the teams, deliver performances as well as
being a more interesting race variable. The side pod solution is quite unique, and
has given us a new envelope to try to drive performance to the rear of the car. We
need to keep thinking out-of-the-box. Compared to ten or 20 years ago, it's really
quite staggering what can be delivered given the restrictions we have now – it's a
tribute to imaginative thinking

Thus we are coming to the end of the elaborate study of KERS going
through their advantaged limitation relevance and finally to the modification. To
sum up this seminar we have gone through sophisticated concept which will surely
be much raved in coming days.

Also it would be a great showcase of technology which could have a major

impact on the car industry in years to come. In the future the technology could
also be used on buses, trains, and wind power generation.

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 REFERENCES

[1] www.howstuffworks.com/KERS.htm

[2] www.wikipedia.org/wiki/Kinetic_Energy_Recovery_Systems

[3] www.flybridsystems.com/F1System.html

[4] www.ferrari.com/KERS/HY-KERS-Experimental-Vehicle.aspx

[5] www.scarbsf1.wordpress.com/2010/10/20/kers-anatomy

[6]www.wired.com/autopia/2010/10/flywheel-hybrid-system-for-premium-
vehicles

[7] www.gizmag.com/mechanical-kers-technology-for-road-cars

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