The new 919 Hybrid
For the 2016 Porsche 919,
the basis of the chassis structure remains unchanged, as does the hybrid drive
concept with its two-liter V4 turbocharged petrol engine and the two different
energy recovery systems (braking energy from the front axle and exhaust
energy). Right from the start, for the 2014 season, Porsche had this spot-on
concept in place. But the first car showed exceptional potential, especially in
terms of weight, and is why a new car for 2015 was built. For 2016, there is
less need to change and Porsche is benefitting now from stability for the
concept.
The WEC regulations back the hybrid
The regulations for the
LMP1 category require manufacturers to use hybrid drive systems and establish a
direct link between performance and energy efficiency. This means that a large
amount of energy from recovery systems may be used, but entails a proportional
reduction in the permitted amount of fuel per lap. The quantity of fuel consumed
in each lap is counted.
The WEC allows engineers a
great degree of freedom in terms of the hybrid drive concepts. The teams can
choose between diesel and petrol engines, naturally aspirated or turbocharged
engines, various displacements, and one or two energy recovery systems. This
formula puts the focus on innovations with high relevance for future production
sports cars – and this was the main reason why Porsche decided to return to the
world of top level motor racing.
V4-turbo with direct injection
The combustion efficiency
and mixture preparation of the 2-litre V4 turbocharged petrol engine, driving
the rear axle, was further increased in close work with the engineers from
production development in Weissach. Also the 90-degree V-engine shed some more weight.
Last season, the output of the combustion engine was well above 500 hp. But the
2016 regulations stipulate a lower amount of energy from fuel per lap and
reduce the maximum fuel flow for prototypes.
In this way, the
regulations prevent the LMP1 cars from becoming increasingly faster, yet at the
same time fuel the engineers’ efforts to generate more power from increasingly
less fuel. For the 919, this means around eight per cent less fuel and power.
In other words: ten megajoules less energy per Le Mans lap from the fuel. That
costs about four seconds for every 13.629-kilometre Le Mans lap. Through the
new restrictions, the combustion engine has dropped to below 500 hp.
Two energy recuperation systems
The kinetic energy
produced at the front axle when braking is converted into electrical energy.
The second recuperation system is installed in the exhaust tract, where the
exhaust-gas stream drives a second turbine in parallel with the turbocharger.
It uses excess energy from the exhaust pressure that would otherwise escape
into the environment. The VTG technology used here – that is, the variable
adaptation of the turbine geometry to the level of exhaust pressure – drives
the turbines, even at low engine revs and low pressure.
The additional turbine is
connected to an electric generator. The electricity produced – along with that
generated by the KERS at the front axle – is temporarily stored in lithium-ion
battery cells. When the driver calls up the full-boost, additional power output
of more than 400 hp will thrust him back into his seat. This power is applied
to the front axle by the electric motor, and it temporarily transforms the 919
into an all-wheel drive car with system power of around 900 hp. For each circuit,
the team works on developing the strategies for when and to what extent energy
is recuperated and called up.
Lithium-ion battery for energy storage
The WEC regulations allow
engineers plenty of scope with regard to the energy storage medium: Initially,
the competition used flywheels and ultracaps (electrochemical supercapacitors).
For 2016, they are all following Porsche’s lead of lithium-ion batteries.
Another important fundamental decision with the 919 Hybrid was the high voltage
of 800-Volt – a technology that series developers are adopting in the Mission E
concept car.
Energy classes in the WEC
The regulations
distinguish between four levels ranging from two to eight megajoules (MJ) of
deployable energy. The calculation is based on the 13.629-kilometre lap in Le
Mans, and is adjusted for the other eight racing circuits. The high level of
efficiency of the combustion engine, the recovery systems and the energy
storage enabled Porsche in 2015 to become the first and only manufacturer to
choose the 8 MJ class.
In this highest
recuperation category, an FIA flowmeter device will limit the permitted amount
of fuel per lap to 4.31 litres. Engineers also have to take into account the
fact that the more powerful the energy recovery and storage systems are, the
bigger and heavier they tend to be.
Proven chassis with high safety margins
Like in Formula 1, the Porsche 919 Hybrid monocoque is a carbon-fibre
sandwich construction that is manufactured as a single unit. The monocoque,
combustion engine and transmission as one unit ensure optimal rigidity. While
the V4 engine fulfils a load-bearing function within the chassis, the
hydraulically operated sequential 7-speed racing gearbox made of aluminium is
mounted in a carbon structure. For 2016, the gearbox and gearbox mounting
remain structurally identical. The focus for development on the gearbox was on
weight reduction.
For even better driving
dynamics, balance, traction, grip and set-up options, the Porsche 919 Hybrid
received a new front axle and an optimised rear axle for 2016. After intense
testing in February, an increase in performance on the part of the Michelin
tyres is expected.
Efficient aerodynamics for every race
track
Porsche took a
three-pronged approach to aerodynamic improvements for the first time in 2016.
Until now, Porsche settled on a compromise for the season-opening round of the
World Championship and campaigned the 919 with lower downforce than would have
been ideal for the Silverstone circuit. This compromise was for the sake of the
season highlight at Le Mans.
The French racetrack with
its long straights requires very low drag, which means downforce must be
limited to what is absolutely necessary. In 2016 the 919 will start the season
running a high downforce package. It will be tackling Le Mans with an extremely
low downforce configuration and will have another high downforce package for
the following six WEC races. The regulations prohibit more than three
aerodynamic configurations per year.
The changes to the
aerodynamics were driven by further improvements in efficiency and more stable
handling in different driving situations. Influences such as side winds,
changes in balance under cornering as well as yaw and roll angles were further
reduced.
Energy/fuel use
formulas for one lap in Le Mans* (13.629 km)
2 megajoules recovered
energy = 4.70 litres petrol = 3.70 litres diesel
4 megajoules recovered
energy = 4.54 litres petrol = 3.58 litres diesel
6 megajoules recovered
energy = 4.38 litres petrol = 3.47 litres diesel
8 megajoules recovered
energy = 4.31 litres petrol = 3.33 litres diesel
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