> マシンは速く なるのですか？

シミュレーション上で は一周当たり0.3～ 0.5秒くらい
速くなりそうとのコト 。

> ただ単に燃費 向上だけですか？

加速の＋αに使われる だけなので、
まったく影響ないとも 思えませんが
燃費向上的意味合いは ほとんどないでしょう 。

> また現在この システムの開発が一番 進んでいるチーム（メ ーカー）はどこですか ？

分かりません。

しかし、トヨタ・ホン ダ等のハイブリッドシ ステムと比較すると
F1のKERSは原始 的なシステムなのだそ う。
よって、KERSより 進んでいるシステムを 市販車に積んでいる
トヨタ・ホンダには多 少なりともメリットが あるとも言えますが、
積んでいないメーカー にとっても、大きなデ メリットにもなりませ ん。

今後の開発で
上手く開発が進んだチ ーム

実際に導入されたあと
上手く使うことが出来 るチーム

が勝つようになること でしょう。(当たり前 のこと書いてすみませ ん)

ただ、0.5秒差とな ると、車自体の開発力 が結局ものをいうでし ょう。
仮に今年のフォースイ ンディアのみにKER S積んでいたとしても
0.5秒増えただけで はトップチームにも追 い付けませんから。

来年になってみないと …。

Image: Liquid cooled motor generator unit. 

The system was first presented at Monza this year to teams and selected media, but the first open showing was a low key corner of the Marelli stand at the recen PMW Expo in Cologne, Germany. The official launch of the system will take place at the PRI show in Orlando next month.

It was developed with a team (many suspect Ferrari) and is fully integrated with that operations powertain and is not an optional extra like some other systems. 

Bosch goes modular

Inside the German firms kinetic energy recovery system and the choice between batteries and flywheels

Bosch has made something of a surprise entry into the increasingly competitive kinetic energy recovery systems (KERS) market. Magneti Marelli, Zytek, Williams and Flybrid are already involved. But the German firm has tackled the problem of regenerating wasted braking energy in a notably different fashion. Its modular KERS package offers customers a menu of parts and options depending on the teams budget and the type of competition it is being utilised in. “We are really prod of being able to show the first scalable KERS on the market” explained a Bosch spokeswoman. The system is not only suitable for Formula 1 where the German firm is speaking to “a lot of teams, not quite all but a lot” but it can also be applied in the WRC or Sportscar racing. Notably for endurance racing Bosch’s Motorsport R&D Manager Oliver Wildner suggests that despite the ACO ban “for endurance racing, maybe flywheel storage is better. Its really depends on what you want to get out of the system and what your hybrid strategy is. How many cycles you get during the race or in a season.”
The vastly different demands of the varying classes where KERS can be used is one of the major reasons for Bosch’s modular approach, “for a 24 race application where you want to store energy at every braking event and release it immediately afterwards, like you would at Le Mans the demand are different to Formula 1 with its regulations” explains Wildner. “Around the Le Mans circuit I think you have 17 points where you brake and eight opportunities to use the boost around the lap. During the race that totals thousands of charging and discharging cycles. In Formula 1 the regulations state that you can only have one cycle per lap, no more than 78 cycles (the number of laps at Monaco). So in one world you have around 5,000 cycles per race and in the other you have just 78. So we developed this system to suit the different demands.”

Bosch four flywheel setup  

One of the most obvious differences to other packages is that the Bosch system offers both flywheels and Li-ion batteries to store energy. Like the overall system the flywheel option offers an expandable setup, “it is part of the safety concept, we are trying to keep individual rotational masses down, and to counteract the gyroscopic effect we mate pairs of flywheels, you can expand the storage system endlessly in multiples of 2” reveals Wildner. “The flywheels are basically a simple electric motor, which run at between 140,000 and 160,000rpm.  You spin them up using the drive motor as a generator, and store up the electric energy as rotational energy the to boost is the opposite process and the energy is released as electricity to the motor generator.”

The battery storage solution is also modular but in a more complex form as Wildner reveals;  “even within the battery pack we have different options, in endurance racing we would like to have one battery last the entire season because teams have limited resources. That means that it will be a bit bigger and heavier than say a Formula 1 application where you have a system with a limited lifetime but is better in terms of size and weight. It is really about what you can afford and what you want to do.”
Charging rate is a key consideration for teams embarking on KERS programmes and something that could have a notable effect on race strategy, Wildner explains “your charging race (the C rate) is critical. It is a multiple of the capacity of the battery so for a 7.5 amp cell, which you charge at 1C, you are charging at 7.5 amps. Some cells however allow faster charge and discharge rates, as much as 70 or 80C, though these have a much shorter life. So you need to look at how many cycles you need, and we develop with the team what they need” its possible then that teams may select different battery types for different circuits and even conditions though this may mean other area of the cars design and setup are influenced. “A high charging rate means that you may also have very high cooling demands, batteries with a low charging rate may survive with forced air cooling, high charging rates will mean liquid cooling” Wildner explains. “Mechanics will not be able to change cells trackside, though they they will be able to change the module. We won’t let them work directly with the cells as they are high voltage and low inner resistance and that could have safety implications.”  Bosch arranges the battery cells into modules of ten to twelve cells, each module is controlled by a management system which monitors the temperature, ans charging state of the cells. “If the master controller sees a problem with an individual cell it can shut it down” Wildner continues. 
Bosch has yet to run the system on a car, but it has already performed well on the test bench and is already being offered to partners, time will tell on how many will take it up but knowing Bosch, it will be rather a lot.

Flywheel cutaway - the rotors spin in a vacuum at up to 160,000rpm

F1 spec KERS control unit.