Latest news with #ElectronicBrakingSystem
Yahoo
13-06-2025
- Automotive
- Yahoo
Point 'Brake': The complexities behind Porsche's 963 hypercar braking system
Stopping an LMDh car is just as hard as getting it going. Sure, they've got four brakes, but these cars are hybrids, which means you also have regenerative braking. Plus adjustments for engine braking. This makes everything infinitely more complicated for teams, drivers, and suppliers, and frankly, a lot more interesting. Conceptually, the LMDh braking system is a lot like what's used in Formula 1. The front brakes are purely hydraulic. But since the hybrid system is at the back, LMDh cars use a brake-by-wire system, Bosch's Electronic Braking System (EBS) to manage the handoff between friction, regenerative, and engine braking at the rear of the car. Bosch also provides the Motor-Generator Unit (MGU), inverter, and control software for the spec hybrid system in LMDh. Advertisement (Le Mans Hypercar regulations allow for an electric front axle, so the braking system on the likes of the Ferrari 499P and Toyota GR010 are very different from what's described here.) 'With our EBS system, there are different modes and the one that's used in LMDh is pressure-based,' says Jordan Krell, senior calibration engineer for Bosch Motorsport. 'So they send a pressure request to us and that's what we hit at the brake perspective. So from the OEM perspective on LMDh, it gives them a lot of flexibility on braking strategies. It's a really open playbook for them to develop a lot of controls.' 'It's quite complex but it's where teams can make a difference because you can tune it for every single event,' says Porsche Penske Motorsportdriver Felipe Nasr. 'Depending on the grip level, if it's raining, if the track is evolving as the week goes on, you can always revisit those settings.' LMDh cars — like most every race car — have adjustable brake bias, which proportions the amount of braking front-to-rear. Under braking, the weight of the car shifts forward, increasing the load on the front tires and decreasing the load at the rear. With more front bias, that load shift is more prominent, giving the car a looser feel, more oversteer on corner entry and promoting rotation; with more rear bias, the shift is less dramatic, helping stabilize the car and inducing understeer. The brake discs glowing after a braking zone on the #5 Proton Competition Porsche 963: Neel Jani, Tristan Vautier, Nico Pino, Julien Andlauer The brake discs glowing after a braking zone on the #5 Proton Competition Porsche 963: Neel Jani, Tristan Vautier, Nico Pino, Julien Andlauer The use of brake-by-wire enables a really neat feature, brake migration. 'It's dynamic brake bias on the pressure side,' explains Krell. You can use the car's electronics to shift the brake bias as the car slows into a corner. Advertisement 'We have brake migration shaping,' Nasr says, 'which is either when you are in longitudinal braking or lateral braking. That affects how much the shift of the total bias is going rearwards as you steer the car.' That brake-migration shaping is cockpit-adjustable to suit both driver preferences and track conditions. Nasr says there are plus and minus settings for longitudinal braking, braking in a straight line, and lateral braking, braking with some steering dialed in. Throughout a lap, he'll make a handful of adjustments to overall brake bias and migration shaping tailored to each corner. But with LMDh, it's not just the shift from front to rear bias. Across the rear axle, the EBS is constantly juggling the braking force between the discs, MGU, and internal-combustion engine. There's no specific limits on the level of energy recuperation, but the amount of energy you can feed back into the battery depends on state of charge (SoC), and the limitations of the MGU itself, which is capable of about 180 kilowatts (241 horsepower) in total. Throughout the course of a lap, and a stint, the battery SoC changes almost constantly as you use the MGU to both propel and slow the car down. So there's no fixed level of regenerative vs friction vs engine braking. 'What's really unique about the LMDh platform is we put a lot of that into the team's hands,' says Krell. 'What they send to us is a braking torque request for how much negative torque you want to generate on the MGU, and they're able to control the pressure they want at the caliper…. That's something that, depending on your SoC, the balance they want between brake temp, SoC, and how they're using their energy-management strategy throughout a lap, they're able to blend that.' Advertisement There are cases where some of the braking at the rear is purely hydraulic if the battery SoC is particularly high. But you also might use a bit more regenerative braking to manage temperatures, as Krell says, or even to manage wear. Krell also notes that in some of the hardest braking events, like turn one at Indianapolis, you might see as much as 40 percent of the total braking at the rear come from the MGU. #6 Porsche Penske Motorsport Porsche 963: Mathieu Jaminet, Matt Campbell #6 Porsche Penske Motorsport Porsche 963: Mathieu Jaminet, Matt Campbell LMDh drivers have to think a lot about the braking system and understand how it works, but they ultimately need seamless, consistent performance. They need to be able to outbrake their rivals from 200 mph without the system doing anything funky or giving them miscues. If you've ever driven a hybrid or electric car with a brake-by-wire system, you know that the brake pedal can sometimes feel odd since it has to simulate what is otherwise done mechanically. Bosch offers a pedal-feel emulator, and it's down to the automaker to work with the supplier on tuning it to give drivers what they want. Advertisement 'When you're driving a purely hydraulic brake, you as the driver have the feeling that 'Ok, this is the maximum input, now I can feel the rear locking,' So what do you do? You just release the brakes at that point,' Nasr explains. 'Whereas in the brake-by-wire, the system is also trying to compensate, so it's best that the driver has more control over the brake pedal than anything else, you're trying to minimize those interferences.' Nasr says the 963 has gotten easier to drive thanks to a few years of development since its 2023 competition debut. But big braking zones are still a challenge. 'The longer brakes are always the trickiest because there's a lot more going on the system trying to read all that, and at the same time combining the transition phase of the braking, and the diff, and the MGU, and trying not to lock any of the tires,' he says. 'The bigger the braking, the trickier it gets for us drivers and the system.' Also tricky was making it work in the first place. One would think that of all of the LMDh constructors, Porsche would have a leg-up in making this braking system work, since it did blended braking in the 919 LMP1 car. But Stefan Moser, technical director for the Porsche LMDh program said it wasn't so easy. Advertisement 'Obviously, when we started this project, we thought we kind of knew how to integrate the hybrid into such a race car, but, we really learned that there are a lot of differences,' Moser says. 'It's a lot of paying attention to the details if the [MGU] is on the front axle or on the rear axle. We did a significant part of the code over again.' There's a complexity here that's hard to wrap your head around, and it's proof that despite LMDh cars all using the same hybrid hardware, each car is very different from one another. It's also proof that LMDh racers are among the true elites, both in understanding how the system works, and the many, many ways they can manipulate it across a lap, a stint, a race distance to get different results. And if this is hard for Porsche, imagine the challenge for all the others joining the LMDh field in the coming years. Read Also: The near-supernatural racing talent of Porsche's Kevin Estre To read more articles visit our website.
Zawya
17-02-2025
- Automotive
- Zawya
Revolutionizing fuel logistics: Shell Oman launches next-generation mobile fuel tanker
Muscat: In a momentous move that underscores its commitment to safety, efficiency, and operational excellence, Shell Oman Marketing Company (Shell Oman) recently announced the launch of Oman's first-ever 7.5KL mobile fuel tanker. Equipped with state-of-the-art safety and operational features, the new tanker is set to redefine fuel transportation ensuring on-time, in-full deliveries while adhering to the most stringent industry standards. Commenting on the launch, Said Mohamed Al Rawahi General Manager – Low Carbon Products & Sectors, Shell Oman, said, ' Innovation is not just a driving force for us - it is fundamental to how we evolve and lead in a rapidly changing indaustry. As energy demands rise, our capacity to enhance critical fuel transportation infrastructure becomes more important than ever. This will contribute to improving efficiency whilst ensuring safety and environmental responsibility that are integral to our operations'. Recognizing that safety is a holistic concept—encompassing both vehicle integrity and human well-being—Shell Oman has integrated advanced features that not only improve driving performance but also actively protect lives. The Electronic Stability Control (ESC) augments vehicle handling by detecting and correcting traction loss, while the Rollover Prevention Device and integrated Electronic Braking System (EBS) ensure superior stability, even in demanding conditions. the tanker is also equipped with a Driver Fatigue Monitoring System to track real-time performance and identify risky behaviors for timely intervention. Moreover, the Active Fatigue Detection System continuously assesses alertness, issuing real-time alerts to prevent fatigue-related hazards. In addition, both front & side curtains airbags further bolster driver and passenger protection. Fully compliant with OPAL V2 Road Safety Standards, the tanker sets a new benchmark for fuel transportation safety in the Sultanate, reinforcing industry-wide best practices. Beyond its robust safety framework, the mobile tanker operates as a fully equipped fuel station. Its Automatic Tank Gauging System provides precise fuel level monitoring, while the Fuel Transaction Record-Keeping Technology increases transparency and accountability through accurate tracking and reporting. Recognizing the importance of environmental responsibility, the tanker also integrates Over-Spill Prevention Technology, effectively minimizing risks associated with fuel handling and spillage. Optimizing operations, the Self-Fuel Loading & Offloading System reduces turnaround time and enriches productivity, while a 15-meter nozzle extends reach for greater accessibility. A high-performance Bulk Fuel Pump enables rapid fuel transfer, ensuring uninterrupted supply for time-sensitive industries. Enhancing operational control, a real-time monitoring screen provides live insights into stock levels and fuel transaction data, empowering operators with greater control and operational intelligence. With this next-generation fuel tanker, Shell Oman continues to redefine industry benchmarks, combining innovation with operational excellence. About Shell Oman Marketing Company Shell Oman Marketing Company is a publicly listed company on Muscat Stock Exchange. Shell Oman operates in a multi downstream-business structure providing Mobility, Commercial, Lubricants, Marine, Bitumen and Aviation fuel products and services in Oman. The company owns and operates the only ISO-certified lubricants blending plant of its kind in Mina Al Fahal that produces Made-in-Oman Shell-branded lubricants for local and regional markets. Shell Oman excels in its commitment to local talent development, with more than 94% Omanisation rate across its workforce. The Company works to meet the Sultanate's growing energy demands, and contributing to its prosperity in an economically, environmentally and socially responsible manner, by operating safely and ethically and creating sustainable value for the Omani community. Enquiries Mahmoud Al Abri Acting GM – Corporate Relations Shell Oman Marketing Company Phone: +968 24570200 Email: feedbackandissues-om@ Shell's net carbon intensity Also, in this announcement we may refer to Shell's 'Net Carbon Intensity', which includes Shell's carbon emissions from the production of our energy products, our suppliers' carbon emissions in supplying energy for that production and our customers' carbon emissions associated with their use of the energy products we sell. Shell only controls its own emissions. The use of the term Shell's 'Net Carbon Intensity' is for convenience only and not intended to suggest these emissions are those of Shell plc or its subsidiaries. Shell's net-Zero Emissions Target Shell's operating plan, outlook and budgets are forecasted for a ten-year period and are updated every year. They reflect the current economic environment and what we can reasonably expect to see over the next ten years. Accordingly, they reflect our Scope 1, Scope 2 and Net Carbon Intensity (NCI) targets over the next ten years. However, Shell's operating plans cannot reflect our 2050 net-zero emissions target and 2035 NCI target, as these targets are currently outside our planning period. In the future, as society moves towards net-zero emissions, we expect Shell's operating plans to reflect this movement. However, if society is not net zero in 2050, as of today, there would be significant risk that Shell may not meet this target. Shell expects to publish its 2024 Energy Transition Strategy on March 14, 2024, which will include an update on Shell's energy transition strategy and set out Shell's climate targets and ambitions for the future. Forward Looking Non-GAAP measures This announcement may contain certain forward-looking non-GAAP measures such as [cash capital expenditure] and [divestments]. We are unable to provide a reconciliation of these forward-looking Non-GAAP measures to the most comparable GAAP financial measures because certain information needed to reconcile those Non-GAAP measures to the most comparable GAAP financial measures is dependent on future events some of which are outside the control of Shell, such as oil and gas prices, interest rates and exchange rates. Moreover, estimating such GAAP measures with the required precision necessary to provide a meaningful reconciliation is extremely difficult and could not be accomplished without unreasonable effort. Non-GAAP measures in respect of future periods which cannot be reconciled to the most comparable GAAP financial measure are calculated in a manner which is consistent with the accounting policies applied in Shell plc's consolidated financial statements. The contents of websites referred to in this announcement do not form part of this announcement. We may have used certain terms, such as resources, in this announcement that the United States Securities and Exchange Commission (SEC) strictly prohibits us from including in our filings with the SEC. Investors are urged to consider closely the disclosure in our Form 20-F, File No 1-32575, available on the SEC website
Trade Arabia
16-02-2025
- Automotive
- Trade Arabia
Shell Oman rolls out GenNext mobile fuel tanker
In a momentous move that underscores its commitment to safety, efficiency, and operational excellence, Shell Oman Marketing Company (Shell Oman) has announced the launch of the sultanate's first-ever 7.5KL mobile fuel tanker. Equipped with state-of-the-art safety and operational features, the new tanker is set to redefine fuel transportation - ensuring on-time, in-full deliveries while adhering to the most stringent industry standards. Commenting on the launch, Said Mohamed Al Rawahi, the General Manager (Low Carbon Products & Sectors) Shell Oman, said: "Innovation is not just a driving force for us - it is fundamental to how we evolve and lead in a rapidly changing industry. As energy demands rise, our capacity to enhance critical fuel transportation infrastructure becomes more important than ever. This will contribute to improving efficiency whilst ensuring safety and environmental responsibility that are integral to our operations." Recognising that safety is a holistic concept - encompassing both vehicle integrity and human well-being -Shell Oman has integrated advanced features that not only improve driving performance but also actively protect lives. The Electronic Stability Control (ESC) augments vehicle handling by detecting and correcting traction loss, while the Rollover Prevention Device and integrated Electronic Braking System (EBS) ensure superior stability, even in demanding conditions. Shell Oman said the tanker was also equipped with a Driver Fatigue Monitoring System to track real-time performance and identify risky behaviors for timely intervention. Moreover, the Active Fatigue Detection System continuously assesses alertness, issuing real-time alerts to prevent fatigue-related hazards. In addition, both front & side curtains airbags further bolster driver and passenger protection. Fully compliant with OPAL V2 Road Safety Standards, the tanker sets a new benchmark for fuel transportation safety in the Sultanate, reinforcing industry-wide best practices, it added. "Beyond its robust safety framework, the mobile tanker operates as a fully equipped fuel station. Its Automatic Tank Gauging System provides precise fuel level monitoring, while the Fuel Transaction Record-Keeping Technology increases transparency and accountability through accurate tracking and reporting," said Al Rawahi. Recognizing the importance of environmental responsibility, the tanker also integrates Over-Spill Prevention Technology, effectively minimizing risks associated with fuel handling and spillage.
