My Proposal – Technical Regulations – Chapter 9

ARTICLE 9: TRANSMISSION SYSTEM

1. Definitions
   1. Gearbox
      All the parts in the power train which transfer torque from the power unit output shaft to the drive shafts (the drive shafts being defined as those components which transfer drive torque from the sprung mass to the unsprung mass). It includes all components whose primary purpose is for the transmission of power or mechanical selection of gears, bearings associated with these components and the casing in which they are housed.
   2. Driveline components
      The rotating components involved in transmitting torque between the gearbox input shaft and the drive shafts. This includes gears, shafts, dog rings, differential and rotating parts of the differential control mechanism. Bearings between these components and the Cassette are included in this definition.
   3. Gear-Change Components
      Mechanical components that are involved in selecting the forward gears; barrel(s) and associated bearings, selector forks, selector rail, detent mechanisms and hydraulic actuator(s).
   4. Auxiliary Components
      Components that are not included in Driveline or Gear-Change Components but interact directly with these components and are essential for the functioning of the gearbox. This includes oil pressure and scavenge pumps, reverse-gear idler and its actuator, differential actuator, electronic sensors and actuators.
   5. Cassette
      The housing that immediately encloses the Driveline Components and Gear-Change Components including all associated covers. This may be integrated into the Gearbox Case or may be a separate housing.
   6. Integrated Cassette
      A cassette will be considered integrated if it is predominantly of the same material as the Gearbox Case and is permanently fixed to it. The minimal structure enclosing the Driveline Components and Gear-Change Components will be considered as the Cassette.
   7. Gearbox Case
      The structure that supports the Cassette, mounts the rear impact structure, takes suspension loads and aerodynamic loads and transfers them to the power unit through the studs.
   8. Other Parts
      1. The clutch assembly and the power unit output shaft, provided this is located prior to any mechanical speed reduction from the engine.
      2. The clutch actuator and clutch release bearing(s).
      3. Inboard driveshaft joints and seals but not their housing if that housing is integral with the gearbox output shaft and therefore part of the sprung mass.
      4. The hydraulic system prior to the point at which it produces direct mechanical movement of the gear selection mechanism by means of hydraulic actuator(s).
      5. Electrical sensors, actuators, servo valves and wiring.
      6. Any parts associated with the suspension or functioning of the sprung suspension that are attached to the gearbox casing.
      7. The rear impact structure provided it can be separated from any gearbox casing.
      8. Any other component mounted to the casing whose primary purpose is unconnected with the transmission of power or selection of gears.
         
2. Fundamental provisions
   1. Transmission type
      The transmission may drive the two rear wheels, the two front wheels or all wheels.
   2. Traction control
      No limitations on systems or devices which are capable of preventing the driven wheels from spinning under power or of compensating for excessive torque demand by the driver.
      
3. Clutch control
   1. Clutch operating devices must be in the form of paddles. Their design is free, as long as:
      1. They should have only a single degree of freedom.
      2. Where two paddles are fitted, they must be a left and right handed pair, identical in function and ergonomics, mounted in a symmetrically opposite manner on either side of the steering wheel centre plane. For the avoidance of doubt, they must have the same mechanical travel characteristics and be mapped identically.
   2. Designs which allow specific points along the travel range of the clutch operating device to be identified by the driver or assist him to hold a position are not permitted.
   3. The minimum and maximum travel positions of the clutch operating device must correspond to the clutch fully engaged normal rest position and fully disengaged (incapable of transmitting any useable torque) positions respectively.
   4. The amount by which the clutch is engaged must be controlled solely and directly by the driver with the exception of:
      1. Stall prevention.
      2. Gearshifts.
      3. Bite point finder where brake pressure, wheel speed and driver clutch demand safeguards are used.
      4. De-clutch protections.
      5. Power train protection on the track outside of any start lockout period or immediately following stall prevention activation only.
      6. Test signals enabled only when the car is connected to the garage system.
         
4. Clutch disengagement
   All cars must be fitted with a means of disengaging the clutch for a minimum of fifteen minutes in the event of the car coming to rest with the engine stopped. This system must be in working order throughout the Competition even if the main hydraulic, pneumatic or electrical systems on the car have failed.
   In less than five seconds, the switch or button which operates it must:
   1. Face upwards and be recessed into the top of the survival cell.
   2. Be designed in order that a marshal is unable to accidentally re-engage the clutch.
   3. Be marked with a letter “N” in red at least 40mm tall, with a line thickness of at least 4mm, inside a white circle of at least 50mm diameter with a red edge with a line thickness of at least 2mm.
      
5. Gearbox and Component Classification
   There is no limitation in the design of the gearbox, unless otherwise stated in the articles below.
   Its layout, location and mass needs to be compliant with the overall safety standards for the entire car.
   The design of the Cassette, Driveline Components (with the exception of the gear ratios), Gear-Change components and Auxiliary Components must be made available to the FIA during the safety and crash assessments 1 month before the first race.
   There are also no restrictions for the manufacturing materials and technologies of the whole gearbox system.
   
6. Gear ratios
   There in so limit to the number of forward gear ratios.
   Continuously variable transmission systems are permitted.
   
7. Reverse gear
   All cars must be able to be driven in reverse by the driver at any time during the Competition.
   
8. Torque transfer systems
   Systems or devices the effect of which is capable of transferring or diverting torque from a slower to a faster rotating wheel or of transferring torque between the principal axes of rotation of the two front wheels are allowed.