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The brake systems in Formula 1 have changed a lot over the years and with the 2014 regulations, they’ve changed even more. The new Brake-by-wire system has been a development that drivers are trying to get used to as well as the new ERS-K unit introduces a new way of thinking with regards to braking technology.

No one knows brakes any better than Brembo and they’ve put together a video to explain the new braking systems in Formula 1 today. Enjoy.

[vsw id=”abHJP5dkkEM” source=”youtube” width=”600″ height=”400″ autoplay=”no”]

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An F1 fan since 1972, NC has spent over 25 years in the technology industry and as a CTO, he focuses on technology integration in commercial workspace design, AV systems integration, digital media strategies, technology planning, consulting, speaking, presenting, sales, content strategy, marketing and brand building.
  • rapierman

    I dunno ’bout you, but wouldn’t it be better if you were able to feel the pedal pressure through mechanical means….that is, directly to the brakes themselves? That might be why they’re so thrown off.

    • rambaldi

      If it is anything like the good fly-by-wire systems you can simulate the back pressure and as I mentioned on the forums, if you have smart enough system you could simulate a drivers favourite brakes.

      • My buddy said the same, and a comparison can also be be made with current road car EPAS systems with its programmed heft and “feel”.

        However, axle harvesting occurs at a fluctuating, not constant, rate, dependent upon ES charge. The -K/rear brake percentage must be mapped at as many points as possible from 0%-100% -K harvesting, blended with constantly-changing front-to-rear bias requirements, THEN tuned to driver preference.

        Anyone who’s driven a Prius or Tesla knows how funky the brake pedal feels, unpredictable weight and stroke, and that’s coming to a stop at 30 or 60 mph, usually with slowly increasing pedal pressure. As to feel, Tesla’s weird engine braking regen feature is totally alien until one acclimates.

        Using a similar system at 200mph, needing to hit the pedal initially with like 200-300lbs of pressure, then let off as grip drops, is inconceivable to me.

    • There’s still a hydraulic connection to the rear brakes, but that system’s supplemented (or sabotaged) by MGU-K. It adds a conditional variable to braking performance.

      As Rambaldi states, software can add artificial resistance, but tuning that resistance must be difficult.

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  • Fred

    “This video has been removed by the user” Any chance it’s available somewhere else or can it be restored?

    • http://www.youtube.com/watch?v=nH2hcF0I-bo

      If curious about the regenerative braking, the relevant portion is that braking software takes pedal input , considers ever-changing front brake performance, calculates optimum front-to-rear braking ratio, then apportions rear braking pressure via MGU-K and rear calipers according to current mode.

      The hoodoo is in how CE interprets the brake demand signal. What power mode PU is in affects brake harvesting demand; more harvesting means more rear caliper/traditional braking, for example.

      It’s a constantly fluctuating variable, as is front/rear bias. When one also considers that it’s thus far proved impossible simulating road feel (resistance one feels from tarmac, through tires/brakes via hydraulic lines) with the variable electro-mechanical braking, it’s little wonder the drivers find braking challenging.

      The failure mode shown at video’s end is what happened to Hamilton/Rosberg; they lost ERS braking, and reverted to “traditional” discs and calipers all around. As the rear brakes are proportionally smaller this year, they were punished.