My Proposal – Technical Regulations – Chapter 5

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ARTICLE 5: POWER UNIT OR ENGINE

  1. Definitions
    1. Power train
      The power unit and associated torque transmission systems, up to but not including the drive shafts.
    2. Power unit or Engine
      The internal propulsion engine, complete with its ancillaries, and any other system connected to it.
    3. Turbocharger (TC)
      The assembly of a compressor used for pressure charging of the engine, a turbine connected to the engine exhaust system used to drive the compressor, the drive system between the compressor and the turbine and their respective housings and bearings.
    4. Energy Recovery System (ERS)
      A system that is designed to recover energy from the car, store that energy and make it available to propel the car and, optionally, to drive any ancillaries and actuation systems necessary for its proper function.
    5. Energy Store (ES)
      The part of ERS, or of the whole engine, that stores energy, including its safety control electronics and a minimal housing.
    6. Engine cubic capacity
      The volume swept in the cylinders of the engine by the movement of the pistons. This volume shall be expressed in cubic centimetres.
    7. Combustion chamber
      An enclosed space in the engine cylinder controlled by the opening and closing of the poppet valves in which combustion takes place.
    8. Fuel injector
      Any device or component that delivers fuel into an oxidiser.
    9. Ancillaries
      A component whose function is to support the primary activities of a main system to allow it to operate.
    10. Engine exhaust system
      Assembly of parts conveying the engine exhaust fluids from the cylinder head up to but not including the turbine and/or wastegate. It does not include the turbine or wastegate exit tail-pipe(s). A set comprises left and right assemblies.
    11. Battery management system (BMS)
      The BMS is a set of important safety systems of the ES. It must detect internal faults and must trigger power reduction delivered from/to the battery or shutdown the ERS if the BMS considers that the ES is operating unsafely.
    12. ES cells
      The elementary part of the ES that produces and stores electricity through electro-chemical reactions.
    13. High Voltage
      Classification of an electrical component or circuit whose maximum working voltage is > 30 V AC rms or > 60 V DC.
    14. Hazardous electric shock
      Physiological reaction generated by an electrical current greater than 2mA passing through the human body.
    15. Car main ground
      The electrical reference potential of all conductive parts of the car.
    16. Exposed conductive part
      Conductive part of the electric equipment, which can be touched by a test finger according to IP2X and which is not normally live, but which may become live under single fault conditions.
    17. Live part
      Conductive part which belongs to a high voltage component or circuit in normal use and which has an insulation resistance lower than 100Ω/VDC and 500Ω/VAC.
    18. Basic insulation
      Insulation applied to live parts which provides protection against hazardous electric shock in case of contact.
    19. Supplementary insulation
      Independent insulation applied in addition to basic insulation for protection against hazardous electric shock in the event of a failure.
    20. Double insulation
      Insulation comprising both basic insulation and supplementary insulation. Double insulation is composed of two layers of insulators with two different failure modes. Those two layers can be tested separately.
    21. Reinforced insulation
      Insulation of hazardous-live-parts which provides a degree of protection against electric shock equivalent to double insulation.
    22. Maximum working voltage
      Highest value of AC peak-to-peak voltage or of DC voltage that can occur under any normal operating conditions according to the manufacturer’s specifications, disregarding residual variation of the DC voltage shorter than 100µs.
  2. Engine specification
    1. Engines allowed are:
      1. Stroke engines with reciprocating pistons.
      2. Hydrogen engines
      3. Electric engines
      4. Hybrid engines with combinations of the above
    2. They can be enhanced with Turbochargers, Energy Recovery Systems, Batteries.
    3. There is no limitation to the engine power, to the rpm, to the geometry or the design of the engine as long as compliant with all other rules included in the Technical Rules.
    4. Engine CO2 consumption must not exceed 700 gCO2/km.
      Compliance with the CO2 consumption requirements is monitored during the car assessment 1 month before the first race and live during any events in a Competition weekend with sensors provided by the FIA and communicating only with FIA delegates at the circuit.
    5. All power generating systems has to be located within the rear body of the car, between the chassis/safety cell and the rear wing.
    6. All power generating systems can be connected between themselves and positioned within the engine van freely, as long as all safety and crash tests are passed.  
    7. Connection of the engine(s) and any other power generating device, including batteries, to the body and the chassis/safety cell of the car has to be designed in order to avoid that they damage the safety cell in the event of crash.
    8. There are no restrictions in ancillaries technologies or design as long as compliant with safety standards.
  3. Power unit torque demand
    1. The only means by which the driver may control acceleration torque to the driven wheels is via a single foot (accelerator) pedal mounted inside the survival cell.
    2. At any given engine speed the driver torque demand map must be monotonically increasing for an increase in accelerator pedal position.
    3. Electrical controls/aids of the release of the torque are allowed.
  4. Power unit control
    1. A minimum of nine seconds hold time should be configured for the power unit protections enabled during qualifying and race. The configuration of the air tray fire detection and throttle failsafe are exceptionally unrestricted in order to allow each team to achieve the best level of safety.
    2. There is no limitation in the usage of waste fluids from engines as long as the CO2 consumption performance target is respected.
    3. No restrictions in the design and geometry of exhaust to improve performance and/or environmental properties of the whole engine.
    4. No technology limitation for the Ignition.
    5. Energy recovery systems, batteries, electric cells, hydrogen tanks and any other device must be built with non-hazardous material.
    6. Any electric device should shut-down within 1 second from the engine stop and when the  anti-stall engine shut off.
    7. Adequate signage, depending on the voltage of the devices of the power unit, needs to be placed on the car.
    8. There are no restrictions of the materials used for manufacturing the engine or any of the component as long as:
      1. The overall design of the car is compliant with the safety standards and the crash tests are passed.
      2. It is not an hazardous material for drivers or any other person operating with or around the car in any circumstances.
      3. It doesn’t represent a risk in the event of a crash or a fire.
      4. It doesn’t produce dusts or gases, in any circumstances, which are dangerous for humans operating with the car or the environment.
  5. Starting the engine
    A supplementary device temporarily connected to the car may be used to start the engine in the team’s designated garage area, in the pit lane and on the grid.
  6. Stall prevention systems
    If a car is equipped with a stall prevention system, and in order to avoid the possibility of a car involved in an accident being left with the engine running, all such systems must be configured to stop the engine no more than ten seconds after activation.
    The sole purpose of such systems is to prevent the engine stalling when a driver loses control of the car. If the car is in second gear or above when the system is activated multiple gear changes may be made to either first gear or neutral, under all other circumstances the clutch alone may be activated.
    Each time such a system is activated the clutch must be fully disengaged and must remain so until the driver de-activates the system by manually operating the clutch with a request greater than 95% of the total available travel of the drivers clutch actuation device.
  7. General electrical safety
    1. Principles
      1. A single point of failure of any electric system in the car cannot result in a person being exposed to a live part.
      2. The components used cannot cause injury under any circumstances or conditions, whether during normal operation or in reasonably foreseeable cases of malfunction.
      3. If a single fault can predictably generate multiple failures, they must be considered as a single point of failure.
    2. Protection of cables, lines, connectors, switches, electrical equipment
      The following design practices must be adhered to for all electrical parts high voltage:
      1. Protection against electrical shock via basic insulation combined with equipotential bonding, double insulation or reinforced insulation.
      2. Protection against risks of mechanical damage.
      3. Parts should be secured with cable guides, enclosures and conduits if exposed to stress (mechanical, vibration, thermal).
      4. Each cable must be rated to the respective circuit current and must be insulated adequately for the environment and operating conditions.
      5. Sections of looms containing high voltage wiring must be coloured orange.
      6. Connectors must be IP2X when not connected and IP65 when mated.
      7. A connector plug must physically only be able to mate with a single correct socket of any sockets within reach.
      8. Comply with creepage and clearance distances according to IEC-60664. Connectors which are opened in the garage must be considered PD2 or higher.
      9. Adequate signages in relevant areas.
    3. To mitigate the risk failure mode where a high voltage is AC coupled onto the car’s low voltage system, bonding is required for any system component to which a wire, cable or harness connects, or passes in close proximity, and which is able to conduct current by means of AC coupling.
      The bonding must protect against short circuit currents generated by an insulation failure and low currents generated by capacitive coupling. It can be achieved using wires or conductive parts of an appropriate dimension.
      Any components that require equipotential bonding will be connected to the car main ground and the resistance of potential equalization paths must not exceed 5.0 Ω.
      In addition, the resistance measured between any two exposed conductive parts of the high voltage system must not exceed 0.1 Ω.
    4. An insulation monitoring system must be used to measure the insulation resistance between the car main ground and the entire conductively connected high voltage system.
    5. ES and other electric storage systems design and installation
      1. No high voltage must be present or accessible by any reasonable means.
      2. No DC voltage above 60V is permitted.
      3. The ES must be equipped with a fuse to protect the system in case of a short circuit. The fuse shall be located as close as possible to the cells.
        The fuse must be tested and demonstrated to work in realistic load cases.
      4. The ES must have at least two contactors, one per positive and negative pole, which will isolate the high voltage parts of the ES once the shutdown process has started.

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