Point ‘Break’: Porsche’s 963 Hypercar Breaking System

prevent Lmdh car It is as difficult as it is going. Surely, they have received four brakes, but these cars are hybrids, which means that you also have regenerative braking. Plus adjustment for engine braking. This makes everything more infinite complicated for teams, drivers and suppliers, and is very interesting, clearly, very interesting.

Ideologically, LMDH braking system is very much as used Sutra 1The front brakes are purely hydraulic. But since the hybrid system is back, LMDH cars use a brake-by-vair system, the electronic braking system (EBS) of Bosch to manage the handoff between friction, regenerative and engine braking. The Bosch also provides a motor-generator unit (MGU), inverter and control software for a spec hybrid system in LMDH.

(Le Mans Hypercar rules allow for an electric front axle, so the braking system on the choice of Ferrari 499P and Toyota GR010 is described here.)

Jordan Crell, senior calibration engineer of Bosch Motorsport, says, “With our EBS system, there are different modes and pressure-based used in LMDH.” “So they send us a pressure request and this is what we hit in the perspective of the break. So from the OEM perspective on LMDH, it gives them too much flexibility on braking strategies. It is actually an open playbook to develop a lot of control for them.”

“It is quite complex, but it is where the teams can make a difference because you can tune it for every event,” Porsche Penscay MotorsportDriver Felip Naser. “Depending on the level of grip, if it is raining, if the track is developing as if the week progresses, you can always see those settings again.”

LMDH cars-mostly every race-like brakes like a car, which ratio braking front-to-rear volume. Under braking, the weight of the car moves forward, increases the load on the front tires and reduces the load at the back. With more front bias, this load shift is more prominent, making the car feel a laxity, promotes more overster and rotation on the corner penetration; With more rear bias, the shift is less dramatic, helps to stabilize the car and motivate the undersire.

The use of brake-by-wire actually enables clean facility, brake migration. “This pressure is a dynamic brake bias on the side,” Crell explains. You can use electronics of the car to move the brake bias as the car slows down in a corner.

“We have brake migration shaping,” says Nasar, “which occurs either when you are in longitudinal braking or lateral braking. It affects how backwards the total bias is going backwards because you drive the car.”

This brake-migration shaping driver is a cockpit-yellow to suit both preferences and track conditions. NASR says that there are plus and minus settings for longitudinal braking, braking in a straight line, and lateral braking, braking with some steering dials. In a lap, he will make a handful of adjustment for overall brake bias and shape migration to each corner.

But with LMDH, it is not just shift to the front to back bias. Across the rear axle, EBS is constantly raising the braking force between discs, MGUs, and internal-combustion engines. There is no specific limit at the level of energy recurrence, but the amount of energy you can feed back to the battery, it depends on the state of the state (SOC), and the boundaries of MGU, which is capable of about 180 kW (241 horsepower) in total. During a lap, and during a stent, the battery SoC almost constantly changes because you use MGU to propel both and slow the car. So there is no definite level of regenerative vs friction vs engine braking.

“What is really unique about the LMDH platform, we put a lot in the hands of the team.” “Everything they send to us is a braking torque request that you want to produce negative torque on MGU, and they are able to control the pressure in the caliper … This is something that, based on your SOC, they are brake temps, soaked, and how do they want them to use their energy-management strategy in one lap, they are able to blend on a lap, they are in a lap.”

There are cases where some of the back braking are purely hydraulic if the battery SoC is particularly higher. But you can also use slightly more regenerative braking to manage temperature, as Kral says, or even to manage to wear. Crell also noted that in some of the most difficult braking events, such as Turn One in Indianapolis, you can see that 40 percent of the total braking in the rear comes from MGU.

LMDH drivers have to think a lot about the braking system and understand how it works, but they eventually require a comfortable, coherent performance. They need to be able to be able to beat their rivals from 200 mph, without any system, or diversity them. If you have ever operated a hybrid or electric car with a brake-by-wire system, you know that the brake pedal can sometimes feel strange because it has to be imitated which is done otherwise mechanically. The bosch offers a pedal-melon emulator, and it is down to work with the vehicle manufacturer, which works with the supplier on tuning to give drivers.

“When you are running a purely hydraulic brake, the driver feels that ‘Okay, this is the maximum input, now I can feel rear locking,” So what do you do? You simply release the brakes at that point, “Nasar explains.” While in the break-by-wire, the system is also trying to compensate, so it is best that the driver has more control than anything on the brake pedal, you are trying to reduce those interventions. “

NASR says that 963 has made it easy to thank for a few years of development since the introduction of its 2023 competition. But big braking zones are still a challenge.

“Long brakes are always the most difficult because a lot is going on the system, which is trying to read everyone, and at the same time the braking transition phase, and the defy, and by combining the MGU, and trying not to lock any tires,” they say. “The larger the breaking, the more difficult it is to do for American drivers and systems.”

Apart from this, it was difficult to work in the first place. One feels that out of all the LMDH constructors, Porsche will have a leg-up to work this braking system, as it mixed braking in the 919 LMP1 car. But Technical Director of Porsche LMDH Program Stephen Mozar said it was not so easy.

“Obviously, when we started this project, we thought we know to integrate hybrids in such a race car, but, we have really learned that there are a lot of differences,” says Moser. “This details have to pay great attention if (MGU) is on front axle or on rear axle. We did a significant part of the code again.”

Here is a complexity that is difficult to wrap your head around, and it is proof that despite LMDH cars using all the same hybrid hardware, each car is very different from each other. It is also evidence that LMDH racers are among the true nobles, both of them understand how the system works, and many, many ways they can manipulate it to get different results to it, a stent, a race distance in one lap.

And if it is difficult for Porsche, imagine the challenge for all others joining the LMDH region in the coming years.