UNIMORE - Enzo Ferrari Engineering Department

FORMULA 1 DRS
HYDRAULIC SYSTEM
Inspired by Redbull RB19 design

Authors: Luca Giotti – Emauele Litrico

Delivery date: December 2023

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Introduction
In Formula 1, the Drag Reduction System (DRS) setup is pivotal for competitive edge. This project centers on sizing
the DRS hydraulic system of a Formula 1 car, aligning with Red Bull Racing's 2023 architecture. However, due to
Formula 1 teams' stringent data confidentiality, parameters and measurements were estimated from publicly available
sources, posing a challenge. Despite this limitation, the project combines theoretical insights, load estimation, sizing
of the primary components, and finally, system validation conducted on OpenModelica.

Figure 1 – Redbull RB19 rear wing

Index

1. Geometry ............................................................................................................................................. 3
2. Load estimation................................................................................................................................... 4
3. Hydraulic Fluid ................................................................................................................................... 7
4. Hydraulic Cylinder ............................................................................................................................. 8
5. Servovalve............................................................................................................................................ 9
6. Hyraulic Pump .................................................................................................................................. 10
7. OpenModelica Hydraulic Model ..................................................................................................... 12
8. Bibliography ...................................................................................................................................... 16

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1. Geometry
Thanks to images sourced from the internet, it was possible to estimate the geometric measurements. The images below
show the initial data, reflecting the DRS positions of closed and open states.

Figure 2 – RB19 DRS detail

Figure 3 – DRS closed

Figure 4 – DRS open

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In the following illustration are shown the variables utilized to determine the kinematic closure and the piston stroke
required to execute the maneuver.

Figure 5 – Geometric variables

From the positional analysis, the following relations are derived:

𝑥 cos 𝜗 + 𝑐 cos 𝛽 = 𝑙 𝑐 sin 𝛽 + ℎ 𝑙 − 𝑐 cos 𝛽

{ → 𝜗(𝛽) = arctan ( ) , 𝑥=
𝑥 sin 𝜗 = 𝑐 sin 𝛽 + ℎ 𝑙 − 𝑐 cos 𝛽 cos 𝜗

By imposing initial and final conditions on 𝛽, the stroke is obtained:

𝛽𝑖 = 60° 𝜗(𝛽𝑖 ) = 25° 𝑥(𝛽𝑖 ) = 252,7 𝑚𝑚

{ → { → { → 𝑠𝑡𝑟𝑜𝑘𝑒 = 𝛥𝑥 = 𝑥(𝛽𝑖 ) − 𝑥(𝛽𝑓 ) = 74,2 𝑚𝑚
𝛽𝑓 = 12° 𝜗(𝛽𝑓 ) = 10,7° 𝑥(𝛽𝑓 ) = 178,5 𝑚𝑚

It has been assumed that the DRS should open and close within 0.1 seconds. Therefore, assuming a constant piston
speed for simplicity, it is straightforward to calculate its velocity during the transient phase:

𝛥𝑥
𝑥̇ = = 0,742 𝑚/𝑠
𝛥𝑡

2. Load Estimation
For the kinematic and dynamic analysis, it has been decided to employ a simplified model that approximates the
kinematics of the DRS to a system made of a guide coupled through a rotational joint to the chassis. This chassis
supports a mass (representing the system's piston) connected through a spherical joint to a rod (representing the DRS
wing), which in turn is linked to the chassis through another spherical joint.

Figure 6 – Kinematic model

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In the calculations performed on the algebraic manipulator WxMaxima, the following values have been adopted,
deduced from the geometry:

• l = 0.285 m • ma = 0.0964 kg (piston mass)

• h = 0.010 m • m03a = 0.6 kg (mass of body 3)
• c = 0.112 m • m01a = 0.2 kg (mass of body 1)
• lp = 0.2 m • g = 9.81 m/s2
• ld = 0.11 m • rho = 1.2 kg/m3 (air density)
• lg1 = lp/2 (distance between CG of body 1 and O1) • V = 91.66 m/s (car velocity)
• lg3 = c/2 (distance between CG of body 3 and O3) • S = 0.1536 m2 (frontal area of the flap)

Firstly, the degrees of freedom are calculated using the Grubler formula:

𝑙 = 3 ⋅ (𝑚 − 1) − 2 ⋅ 𝐶1 − 𝐶2 = 3 ⋅ (4 − 1) − 2 − 4 − 0 = 1
Where:
• l: Number of degrees of freedom
• m: Number of bodies, in this case, there are 4: chassis, guide, mass, and rod
• C1: Number of elementary pairs, in this case, 4, including 1 prismatic and 3 revolute pairs
• C2: Number of higher pairs, in this case, 0

As anticipated, the number of degrees of freedom is 1. At this point, it can proceed with the dynamic analysis, utilizing
the energy conservation equation:
𝑊𝑀 + 𝑊𝑅 + 𝑊𝐼 + 𝑊𝑃 = 0
Where:
• WM: motive power
• WR: resisting power
• WI: power due to the inertia of bodies
• WP: power due to friction

Considering the applied force on the piston as the input and utilizing the convention of signs for velocities at key points,
the values of these powers are calculated here:

𝑊𝑚 = 𝐹⃗ ⋅ ⃗⃗⃗⃗⃗
𝑣𝐴 = 𝐹 ⋅ 𝑣𝑅
𝑊𝑅 = 𝑚𝑂1𝐴 𝑔⃗ ⋅ 𝑉𝐺1 + 𝑚𝐴 𝑔⃗ ⋅ ⃗⃗⃗⃗⃗
𝑉𝐴 + 𝑚𝜃3𝐴 𝑔⃗ ⋅ ⃗⃗⃗⃗⃗ ⃗⃗ ⋅ ⃗⃗⃗⃗⃗
𝑉𝐺 3 + 𝐷 𝑉𝐷 + 𝐿⃗⃗ ⋅ 𝐷
⃗⃗
𝑊𝑝 = 0
𝜔1̇ ⋅ ⃗⃗⃗⃗⃗ 𝜔3̇ ⋅ ⃗⃗⃗⃗⃗⃗)
𝑂 𝑂
{ 𝑊𝐼 = −(𝐽1 1 ⃗⃗⃗⃗⃗ 𝜔1 + 𝑚𝐴 ⃗⃗⃗⃗⃗ 𝑣𝐴 + 𝐽3 3 ⃗⃗⃗⃗⃗⃗
𝑎𝐴 ⋅ ⃗⃗⃗⃗⃗ 𝜔3
Where:
𝑂 1
• 𝐽𝑙 1 = 𝑚𝑂1 𝐴 (𝑂
̅̅̅̅̅ 2
1 𝐴) is the moment of inertia of the guide for rotation around O1
3
𝑂 1
• 𝐽3 3 = 𝑚𝑂 𝐴 (𝑂̅̅̅̅̅ 2
3 𝐴) is the moment of inertia of DRS flap for a rotation around O3
3
3
• L: Lift
• D: Drag

Now velocities, and then acceleration are achieved:

𝑉𝑔1𝑥 = 𝜔1 ∙ 𝑙𝑔1 ∙ 𝑠𝑖𝑛(𝜃)
𝑉𝑔1𝑦 = 𝜔1 ∙ 𝑙𝑔1 ∙ 𝑐𝑜𝑠(𝜃)
𝑉𝑔3𝑥 = 𝜔3 ∙ 𝑙𝑔3 ∙ 𝑠𝑖𝑛(𝛽)
𝑉𝑔3𝑦 = −𝜔3 ∙ 𝑙𝑔3 ∙ 𝑐𝑜𝑠(𝛽)
𝑉𝜏𝑥 = 𝜔1 ∙ 𝑥 ∙ 𝑠𝑖𝑛(𝜃)
𝑉𝜏𝑦 = 𝜔1 ∙ 𝑥 ∙ 𝑐𝑜𝑠(𝜃)
𝑉𝑑𝑥 = 𝜔3 ∙ 𝑙𝑑 ∙ 𝑠𝑖𝑛(𝛽)
𝑉𝑑𝑦 = −𝜔3 ∙ 𝑙𝑑 ∙ 𝑐𝑜𝑠(𝛽)
𝑉𝑟𝑥 = −𝑉𝑟 ∙ 𝑐𝑜𝑠(𝜃)
𝑉𝑟𝑦 = 𝑉𝑟 ∙ 𝑠𝑖𝑛(𝜃)
𝑉𝑎𝑥 = 𝜔3 ∙ 𝑐 ∙ 𝑠𝑖𝑛(𝛽)
𝑉𝑎𝑦 = −𝜔3 ∙ 𝑐 ∙ 𝑐𝑜𝑠(𝛽)
Figure 7 - Velocities

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Given our understanding of Vr, the next step is to determine ω1 and ω3 to resolve the kinematic problem. This is
accomplished by considering the velocity of mass A revolving around O3:

⃗⃗⃗⃗⃗
𝑉𝐴 = ⃗⃗⃗⃗⃗
𝑉𝑅 + ⃗⃗⃗⃗
𝑉𝜏

By substituting velocity components, the following expression is obtained:

𝜔3 ∙ 𝑐 ∙ 𝑠𝑖𝑛(𝛽) = −𝑉𝑟 ∙ 𝑐𝑜𝑠(𝜃) + 𝜔1 ∙ 𝑥 ∙ 𝑠𝑖𝑛(𝜃)

{
−𝜔3 ∙ 𝑐 ∙ 𝑐𝑜𝑠(𝛽) = 𝑉𝑟 ∙ 𝑠𝑖𝑛(𝜃) + 𝜔1 ∙ 𝑥 ∙ 𝑐𝑜𝑠(𝜃)

A system of 2 equations in 2 unknowns, easily solvable. Once ω1 and ω3 are known, all velocity components can be
computed. At this point, finding the accelerations becomes imperative, particularly given our assumption of constant
piston velocity, resulting in zero acceleration of the piston. To achieve the two angular accelerations, one must
contemplate the following equation:

𝑎⃗𝐴 = 𝑎⃗𝑅 + 𝑎⃗𝜏 + 𝑎⃗𝐶𝑂𝑅

Where:
• 𝑎⃗𝑅 : Relative Acceleration
(piston acceleration)
• 𝑎⃗𝜏 : Dragging Acceleration
• 𝑎⃗𝐶𝑂𝑅 : Coriolis Acceleration

Figure 8 - Accelerations

The relative acceleration is assumed to be equal to 0. The other components are determined as follows:

⃗⃗⃗⃗⃗
𝑎 𝐴 = 𝜔
⃗⃗3 ∧ (𝜔 ⃗⃗̇3 ∧ (𝐴 − 𝑂1 )
⃗⃗⃗⃗⃗⃗3 ∧ (𝐴 − 𝑂3 )) + 𝜔
𝑎⃗𝜏 = 𝜔⃗⃗1 ∧ (𝜔 𝜔1̇ ∧ (𝐴 − 𝑂1 )
⃗⃗1 ∧ (𝐴 − 𝑂1 )) + ⃗⃗⃗⃗⃗

Since the study is in 2D, the two unknown vectors have only one component each. Therefore, the vector equation
consists of two equations with two unknowns, easily solvable.

To finally determine the external forces, it is necessary to calculate the aerodynamic forces, in which the relations
between the angle of attack and the aerodynamic coefficients have been linearized and modeled using the following
equations:
3 ⋅ 36 ⋅ 𝜋 𝜋 1
𝐶𝑙 = 0.5 + (𝛼 − ) → 𝐿= ⋅ 𝜌 ⋅ 𝑉 2 ⋅ 𝑆 ⋅ 𝐶𝑙
11 36 2
1.64 ⋅ 36 ⋅ 𝜋 𝜋 1
𝐶𝑑 = 0.06 + (𝛼 − ) → 𝐷= ⋅ 𝜌 ⋅ 𝑉 2 ⋅ 𝑆 ⋅ 𝐶𝑑
11 36 2

At this point, it is sufficient to calculate the force acting on the piston using the energy formula. Note that this study
has intentionally been conducted without considering the return spring attached to the piston, which is directly insered
in the OpenModelica model with the following preload and stiffness:

𝑠 = 300 𝑁 , 𝑘 = 10 𝑁/𝑚𝑚

To extrapolate the external force as a function of piston displacement, it has been interpolated by using six different
points and insered in the algebraic solver. The force function has been approximated with a fifth-degree polynomial,
and its coefficients have been calculated through interpolation. The final function is then insered in OpenModelica.

𝐹(𝑥) = 𝑎1 + 𝑎2 ∙ 𝑥 + 𝑎3 ∙ 𝑥 2 + 𝑎4 ∙ 𝑥 3 + 𝑎5 ∙ 𝑥 4 + 𝑎6 ∙ 𝑥 5

𝐹(0.250816714) = 2133.890873 𝐹(0.194946357) = 1466.482543

{ 𝐹(0.235444246) = 2013.882787 { 𝐹(0.186132072) = 1266.738797
𝐹(0.211994045) = 1744.425723 𝐹(0.179357479) = 1062.721421

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𝑥 5 𝑥 4 𝑥 3
𝐹(𝑥) = 6.69 ∙ 108 ∙ ( + 0.253) − 7.56 ∙ 108 ∙ ( + 0.253) + 3.41 ∙ 108 ∙ ( + 0.253)
1000 1000 1000
𝑥 2 𝑥
7 6
− 7.70 ∙ 10 ∙ ( + 0.253) + 8.72 ∙ 10 ∙ ( + 0.253) − 3.96 ∙ 105
1000 1000

Figure 9 – Estimated force as a function of the piston displacement

3. Hydraulic Fluid
The hydraulic fluid used in Formula 1 operates at an elevated temperature, typically ranging between 110 and 130
degrees Celsius. As a consequence, the viscosity of the fluid to drops down to 4-5 cSt. For the simulation on
OpenModelica, an operating temperature of 110°C is assumed. A fluid that meets this specification is the ISO VG 32,
as shown by the red dot in the graph below.

Figure 10 – Temperature-Viscosity graph

This high temperature is primarily due to the meticulous attention to weight and space constraints. In fact, the total
volume of fluid circulating throughout the system is approximately 800 ml. This implies that there is not a large
reservoir, but rather a continuous movement of fluid. Due to the high operating pressure and the narrow orifices it
traverses, the fluid's temperature reaches these values.

Moreover, dissolved air in the fluid can lead to bubble formation if the pressure drops to atmospheric levels. To mitigate
this, the low-pressure side of the circuit maintains a slight pressure above atmospheric levels using the so-called Low-
Pressure Accumulator (LPA), which is a small tank holding 100-200 ml of fluid pressurized at 3-5 bar by nitrogen gas.

To keep the fluid working at its temperature, it is cooled by a small heat exchanger in the return circuit. This is typically
mounted behind the engine and will receive cooling air usually from the roll hoop inlet.

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4. Hydraulic Cylinder

Figure 11 – Hydraulic cylinder dimensions

The hydraulic cylinder sizing was performed considering the most critical operational condition - the DRS opening
phase - where hydraulic pressure must work against aerodynamic forces, the flap's weight, piston weight, inertia forces,
and the return spring. It was assumed that the maximum speed at which the DRS can open is 330 km/h; however,
subsequent precautionary oversizing suggests this speed isn't the actual limit. From the calculation of forces acting on
the piston, a maximum value of 2448 N was determined.

To size the rod section, stainless steel AISI 316 was considered, with a yield strength of 205 MPa:

4 𝐹𝑚𝑎𝑥 4 ∙ 2448
𝑑=√ =√ = 3,90 𝑚𝑚
𝜎𝜋 205 𝜋

As a precaution, considering potential wind gusts, vibrations, and fatigue, a diameter of 8 mm is chosen.

A Formula 1 hydraulic system operates at approximately 200 bar of pressure. Taking this value as a reference, the rod
side chamber will require a minimum area of:

𝐹𝑚𝑎𝑥 2448 𝜋 2
𝐴𝑒𝑓𝑓 = = = 1,224 ∙ 10−4 𝑚2 𝑤ℎ𝑒𝑟𝑒 𝐴𝑒𝑓𝑓 = (𝐷 − 𝑑 2 )
𝑃 200 ∙ 105 4
So:
4
𝐷= √ 𝐴 + 𝑑 2 = 14,8 𝑚𝑚
𝜋 𝑒𝑓𝑓

Again, as a precaution, a chamber diameter of 16 mm is preferred. So: 𝐴𝑒𝑓𝑓 = 150,8 𝑚𝑚2 .

With these diameters, the area on which the fluid acts is 23,2% larger than the minimum required value.

Given the diameter values and the piston stroke, the missing dimensions were approximated to achieve a piston rod
length of s = 110 mm. This hydraulic cylinder's rod is then connected to another U-shaped arm, presumed to be of the
same material. Thus, the same section size was maintained but transformed from circular to rectangular.

These calculations allowed the creation of a fairly accurate CAD model of the piston. By using the volume calculator
of the software, and knowing that the density of AISI 316 is 8000 kg/m³, the piston's mass was calculated and then
incorporated into OpenModelica model to take into account inertia forces associated with piston movement.

Figure 12 – Hydraulic cylinder’s rod

𝑚𝑎𝑠𝑠 = 0.0964 𝑘𝑔 = 96.4 𝑔

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Given the piston speed and the area of the pumping chamber, it is possible to calculate the required flow rate that the
pump must provide to meet these requirements:

𝑄 = 𝑥̇ ∙ 𝐴𝑒𝑓𝑓 = 0,742 ∙ 1,508 ∙ 10−4 = 1,119 ∙ 10−4 𝑚3 /𝑠 = 6,72 𝑙/𝑚𝑖𝑛

5. Servovalve
A servovalve suitable for this application is the E024 produced by Moog,
specifically designed for the motorsport sector (FIA certified). Today, it
stands as the most widely used hydraulic servovalve in Formula 1,
weighing just 95g. It's capable of managing pressures up to 230 bar,
operated by a control signal of only +/- 10 mA. It is particularly well-suited
for this DRS system because it retains a flow capability of up to 7 l/min.

In this application, ultra-fast response times are critical, and the E024 can
react in less than 1 ms. The valve can achieve maximum control flow in
under 3 ms. It's designed to operate within a temperature range from -20°C
up to 135°C.
A unique aspect of the E024 is its adaptability to emulate the function of
two independent three-way solenoid valves. This allows it to be utilized in
two different circuits, like the DRS, or for selecting the reverse gear,
eliminating the need for a second valve. These functions, however, cannot
Figure 13 – Moog E024 servovalve
operate simultaneously.

Figure 14 – E024 servovalve drawing

It continously flows a small amount of fluid through two small orifices facing each other. Between them, there is a
flapper valve. Its upper end is connected to an armature coupled with two solenoids. The armature sits between
permaent magnets and, as a current is fed to wire coils, the armature twists a small amount, a couple of degrees at most.
This in turn, moves the flapper valve, obstucting the flow from one of the two orifices and increasing the pressure in
that channel compared with the other, which is still venting pressure through its unrestricted orifices. Both these
pressure signals are connected to either end of a sliding spool. The difference in pressure between the two sides, causes
the spool to slide along the cylinder, opening a supply of the main pressure feed in the direction required via the ports.

The E024 is a 4-3 proportional valve. However, for the DRS application, a 3-3 valve would be enough, as the hydraulic
cylinder has only a single chamber. For this reason, in OpenModelica, the fourth port of the valve is always connected
to the tank (as a 3-3 valve is not available in the library used). Also orifices in OpenModelica are designed in such a
way that the maximum flow rate across the valve is 7 l/min.

To operate correctly, the E024 valve requires a filter that meets

the specifications of NAS 1638 CLASS 3 (equivalent ISO
4406 14/12/9) category. The NAS 1638 is a standard used to
assess the level of contamination in fluids filtered by a specific
filter. This standard categorizes fluid contamination based on
quantity and size of particles present in the filtered fluid. Each
class is defined in terms of maximum allowed particle counts
per 100 ml for designated particle size ranges.

Figure 15 – NAS 1638 table

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6. Hyraulic Pump
The DRS hydraulic system does not have a dedicated pump; instead, it draws power directly from the main hydraulic
system pump. The F1 Hydraulic Pump is typically driven off the rear of the alternator through a splined input shaft. It
delivers pressurized oil throughout the car, assisting various components requiring motion control, such as power
steering, throttle control, gearbox control, and more.

Figure 16 – Formula 1 hydraulic system outline

The pump needs to deliver something like 250 bar of pressure at any point around the lap, regardless of engine
speed. This is to prevent no-pressure at tickover and over-pressure at high RPM, so the pump has a swash plate set
up: internal pistons are mounted on a swash plate that change continously its angle to maintain a constant oil pressure
as RPM increases. Swash plate movement is controlled by the pump’s own oil pressure, and as the pressure output
rises, the swash plate tilts to reduce the piston strokes and automatically regulates the pressure it delivers.

Figure 17 – Axial piston pump

It weights about 1kg, but the main issue is the power the pump saps from the engine. Back in the nineties, this was a
considerable amount. But development to the pump itself and the demand from the control systems will have reduced
that over the three plus decades of hydraulics in F1.

Here, it can be also noted how the pump directly draws from the previously mentioned LPA.

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As mentioned earlier, this project draws inspiration from the Red Bull architecture. Hence, data regarding the hydraulic
pump used with the Honda F1 engine in recent years were sourced from the internet. However, the only available
information found is its maximum displacement capacity, which stands at 2.46 cm 3.
Here some images of the Honda F1 engine 9-pistons hydraulic pump:

Figure 18 – Honda F1 engine axial piston hydraulic pump

While looking for information about the rotation speed, a doubt emerged: some sources suggest that Formula 1 engine
hydraulic pumps are directly connected to the engine shaft without any intermediate speed reducer, aiming to ensure
higher efficiency, speed, and precision in hydraulic command execution. However, this would imply a hydraulic axial
piston pump reaching rotation speeds of up to 12,500 RPM considering modern engines.
Since the available information for this pump are not enougth to estimate its rotation speed, the presence of a reducer
with a gear ratio 𝜏 = 3 has been assumed so, at 330 km/h, assuming the engine runs at 10,500 RPM, the pump operates
at 3,500 RPM.

Considering that the idle in a modern Formula 1 car is around 4500 RPM, it implies that the pump is capable of
consistently providing the circuit with a minimum flow rate of:

𝑛∙𝑉 4500 ∙ 2,46

𝑄𝑖𝑑𝑙𝑒 = = = 3,7 𝑙/𝑚𝑖𝑛
𝜏 ∙ 1000 3 ∙ 1000

In the simulation on OpenModelica, assuming the car speed increases linearly, the pump would start at a rotation speed
of 3,500 RPM to reach 4,000 RPM, which corresponds to 12,000 RPM of the engine at the end of the simulation.

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7. OpenModelica Hydraulic Model

In OpenModelica, an hydraulic system has been modeled to replicate the opening and closing process of the DRS.
The model comprises four distinct groups of elements:

1. Flow generation unit with differential pressure limiter: this is the variable displacement load-sensing
pump, which senses pressure on the utilites and adjusts its displacement to prevent the pump from working
unnecessarily, increasing the efficiency of the system.

2. Main line: it is a representation of the primary hydraulic circuits, such as the brake line, gearbox, and steering.
Since the sizing of these circuits is not relevant for this model, the loads involved and the flow rates they use
are not known quantities. Therefore, they have been modeled as a basic accumulator that needs to be charged
up to 200 bar before being able to utilize secondary services like the DRS.

3. Priority valve: it manages the initial loading of the main line accumulator. Once it is loaded, it allows
pressurized fluid to reach the DRS line.

4. DRS line: it is responsible for actuating the DRS. It draws hydraulic power from the main line only after the
priority valve has changed position.

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The simulation lasts for 5 seconds. Initially, the circuit needs to recharge the accumulator. After 2 seconds, the DRS
opens and remains in this position for another 2 seconds before closing again. Here are the different stages:
- 𝟎 < 𝒕 < 𝟐 : charging the accumulator
- 𝒕 = 𝟐 : DRS activation
- 𝟐 < 𝒕 ≤ 𝟒 : DRS open
- 𝒕 > 𝟒 : DRS closed

Firstly, the accumulator is charged until it reaches 200 bar. As shown in the images below, it can be observed the flow
rate that the accumulator receives during the initial phase, and the pressure of the fluid inside it.

This graph displays the flow rate through the servo valve. Note how the orifices have been adjusted to achieve a
maximum flow rate of 7 l/min. Red line is the P – A connection, while blu line is A – T connection.

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This below is the force acting on the piston estimated from the loads. This force is non-linear as it takes into account
aerodynamic forces, inertia, and the wing flap's weight. It's observed that the force acting on the piston when the DRS
is open is about 48% compared to when it is closed. However, in the closed DRS position, the hydraulic system does
not need to supply any force as the wing flap rests on supports. Notice also that the force due to the return spring is not
considered in this graph.

This image shows the fluid flow rates passing through the priority valve. It's noticeable how initially the flow is directed
to the accumulator. Once it's charged, the valve enables supplying the flow to the DRS line as well. This valve receives
a pilot pressure signal directly from the accumulator on the main line. When the accumulator reaches 200 bar, the
corresponding pilot signal will be 1, causing the valve to change position.
Even the orifice of this valve directed towards the DRS has been calibrated to limit the flow to 7 l/min, thus avoiding
sending an excess flow that cannot be handled by the servovalve. Instead, it more usefully redirects the remaining flow
towards the main line.

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These graphs refer to the variable displacement pump. Despite the pump's motor speed continuously increasing from
3500 to 4000 RPM during acceleration, it's noticeable how the pump adjusts its displacement and discharge pressure
according to the circuit's demands.
It is noticeable that the pump's displacement never goes to zero completely. Due to the pilot line required for the
variable displacement system, there is a constant small leakage of flow towards the tank, generated by the small relief
valve, which consists in approximately 0.24 l/min.

The graph below demonstrates the proper functioning of the DRS line. The hydraulic cylinder piston starts retracting
(that is why the displacement is negative) after 2 seconds and takes 0.1 seconds to reach the end of its stroke, as initially
hypothesized. During the open DRS phase, the distributor closes all ports, trapping the high-pressure fluid in the
actuator's pumping chamber, which maintains the flap in the open position. After another 2 seconds, the distributor
receives the signal indicating the intention to close the DRS. Subsequently, the actuator chamber discharges, allowing
the flap to return to its initial position in about 0.14 seconds. Notice that by adjusting the spring preload or stiffness,
the closing time of the DRS can be influenced.

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 UNIMORE - Enzo Ferrari Engineering Department

8. Bibliography
F1 Technical. (n.d.). Retrieved from https://www.f1technical.net/forum/viewtopic.php?t=28398
F1MAXIMAAL.NL. (n.d.). Retrieved from https://www.f1maximaal.nl/
FIA. (n.d.). Retrieved from https://www.fia.com/
Moog. (n.d.). Retrieved from https://www.moog.com/news/ideas-in-motion-control1/2014/11/formula-1-
performance.html
Moog. (n.d.). Retrieved from https://www.moog.com/markets/Miniature-Actuation/e024-series-servo-valves.html
Motorsport Technology. (n.d.). Retrieved from https://motorsport.tech/formula-1/formula-1-hydraulics-explained
Motorsport.com. (n.d.). motorsport.com.

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