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The aim of the present work is to propose a control strategy for maximizing the performance of a Formula One (F1) car through numerical simulation for 2021 regulations taking 2019 regulations as a benchmark. This study has developed an engine-powertrain model of an F1 car with real world driver data for estimating the vehicle’s full throttle performance. The maximum possible energy recovered, stored and deployed by the Energy Recovery System (ERS) was estimated for the first 10 circuits in the 2019 FIA Formula One World Championship® Race Calendar. A 1.6L V6 Internal Combustion Engine (ICE), as well as, a full vehicle was modelled according to the 2019 Federation Internationale de l'Automobile (FIA) Formula One technical regulations using GT-Suite software. The model was validated against the experimental data. The data for validation was extracted from OnBoard videos using Optical Character Recognition (OCR) and FIA regulations. Strategy for qualifying has been developed for all 10 circuits and compared. Strategies used by different drivers on different circuits are analysed and the optimum strategy for maximizing the Power Unit’s (PU) performance is proposed. Findings show that the data acquired from FIA Formula One on-board videos from the F1 TV App is highly accurate in conjunction to the official lap time with an error of less than 1%. The full car model is able to meet the Target Vehicle Speed at the required gear number and follow the FIA regulations at all times. Factors affecting the performance of the PU such as Average vehicle speed and the Motor Generator Unit-Kinetic (MGU-K) deployment speed have been found and quantified. Driver to Driver variation in the MGU-K deployment speed for maximizing performance during qualification has been quantified. It was found that the winning drivers had higher Average vehicle speed and MGU-K deployment speed which resulted in better performance from the PU. The maximum possible energy recovered per lap by the MGU-K is analysed for both the qualification and race laps. It was found that the energy recovered per lap by the MGU-K is higher in race laps as compared to qualification laps because of increase in the vehicle mass due to fuel weight. Lastly, Strategies have been proposed to maximise the performance of the PU for qualification and race. Introduction Formula 1 (F1), has used a number of different engine rules. The earliest engines used where either a 4.5 Litre Naturally Aspirated (NA) or a 1.5 Litre supercharged (SC) engine with the engine being mounted in the front. The beating heart of a Formula 1 car has been the Internal Combustion Engine (ICE), although today it is a part of a highly complex subsystem known as the Power Unit. In 2006, FIA introduced new regulations limiting the number of engines per Grand Prix, putting the emphasis on increased reliability. This led the manufacturers to push their engineers to design and develop a fuel-efficient engine for optimum power delivery and increased reliability [1]. In addition, the change from V8 to V6 engines in Formula 1, in 2014, aimed to bridge the link between the passenger vehicles and high-performance motorsport vehicles in the area of fuel efficiency and economy. Stringent regulations were introduced by the FIA to limit the power from ICE, while allowing heat energy from the exhaust and brakes to be recovered, stored and deployed for additional power. The engine was no longer solely responsible for developing power and hence the term Power-Unit (PU) was coined. The Energy Recovery System (ERS) is capable of providing an additional 160 bhp that dramatically increases the PU’s overall efficiency [2]. The PU is deemed to consist of six separate elements: the ICE, the motor generator unit-kinetic (MGU-K), the motor generator unit-heat (MGU-H), the energy store (ES), turbocharger (TC) and control electronics (CE) [3]. Engine manufacturers are trying to optimise the energy recovery and deployment strategy in order to maximize the benefits of using two electric motors in the PU subsystem. Although progress has been made in developing a highly efficient PU, the limit to which this system can be pushed to is still unknown due to a significant knowledge gap between the technological choices available and the optimal control strategy used. This highlights the need for intensive research required in the area of ERS within F1 and automotive industry. With regulations dictating everything in Formula One, it is clear that the technological advancements in the engine and powertrain subsystem has been highly restrictive [4]. The only area for scope of development and progress in technology is the optimisation of ERS. Therefore, engine manufacturers are trying to optimise the energy recovery and deployment strategy in order to maximize the benefits of using two electric motors in the PU subsystem. The MGU-K is fixed rigidly to the transmission before the main clutch. This should be done by using gears of fixed speed ratio which limits the maximum rotational speed of the MGU-K to 50,000 RPM [4]. The primary function of the MGU-K in a Formula One Car is to give additional power to the driveshaft which is limited to a maximum of 120kW and maximum torque of 200Nm (measured at the driveshaft [4]). The MGU-K also recovers energy during braking by converting the kinetic energy of the vehicle into electric energy which would otherwise get wasted as heat energy. The electromagnets present in the motor resist the rotational inertia of the driveshaft during braking which causes energy to be sapped from the wheels to slow the vehicle and charge the battery. The limitation in this case is that only a maximum 120kW of Power can be recovered by the MGU-K. The Energy Flow Chart given in the FIA Technical Regulations [4] also

Strategy for Optimizing an F1 Car’s Performance Based on FIA Regulations