F80: Ferrari’s Latest Supercar

HYBRID POWERTRAIN

The electric motors used for the F80 are the first units developed, tested and manufactured entirely by Ferrari at Maranello, all with the specific goal of maximising performance and reducing weight. Their design (with two on the front axle and one at the rear of the car) draws directly from Ferrari’s experience in racing; specifically, the stator and rotor in a Halbach array configuration (which uses a unique layout of the magnets to maximise magnetic field strength) and magnet sleeve in carbon fibre are all solutions derived from the design of the MGU-K unit used in Formula 1.

The rotor adopts Halbach array technology to maximise magnetic flux density and minimise weight and inertia. On the other hand, the carbon fibre magnet sleeve has been used to raise the maximum motor speed to 30,000 rpm. The concentrated winding stator reduces the weight of copper used for the end windings, while the Litz wire minimises high-frequency losses. The Litz consists of multiple insulated strands instead of a single wire, reducing the ‘skin effect’ and allowing the current to flow uniformly through the entire cross-section of the wire to minimise losses. The resin coating for all the active parts of the stator improves heat dissipation.

A DC/DC converter transforms DC at one voltage to a different voltage. This innovative technology makes it possible to use a single component to handle three different voltages simultaneously: 800 V, 48 V and 12 V.

Using the direct current produced by the high-voltage battery at 800 V, the Ferrari converter generates direct current at 48 V to power the active suspension and e-turbo systems and 12 V direct current to power the electronic control units and all other electric ancillaries on the vehicle. Innovative resonant technology allows this component to convert current with no latency and a conversion efficiency of over 98%, so it behaves as an accumulator. This component eliminated the need for a 48 V battery, saving weight and simplifying the layout of the electrical system.

Also developed and manufactured in-house by Ferrari, the front axle includes two electric motors, an inverter and an integrated cooling system. This component makes it possible to use torque vectoring for the front axle. Integrating different functions in a single component and the new mechanical layout have offered a weight saving of around 14 kg over previous applications, and the entire component weighs just 61.5 kg. Optimising mechanical efficiency was a primary goal: low-viscosity oil (Shell E6+) and a dry sump active lubrication system with an oil tank integrated directly into the axle reduced mechanical power losses by 20%. High coverage ratio (HCR) gears contributed to reducing noise emissions by 10 dB.

The direct current received from the high-voltage battery is transformed into the alternating current necessary to power the electric motor by the inverter. The inverter integrated into the front axle is bidirectional, meaning it also transforms the alternating current produced by the axle under regenerative braking into a direct current for recharging the battery. The inverter used to convert power and control the two front motors can deliver 210 kW of power to the axle. On the F80, the inverter is integrated directly into the axle and weighs just 9 kg, contributing to the lower mass of this component compared to its counterpart on the SF90 Stradale.

Another inverter is used for the rear electric motor (MGU-K). This performs three functions: starting the internal combustion engine, recovering energy to recharge the high-voltage battery and supplementing the torque of the engine in certain dynamic conditions. It can generate up to 70 kW in regeneration mode and assist the internal combustion engine with up to 60 kW of power. The Ferrari Power Pack (FPP) system is integrated into both inverters, a power module with all the elements necessary for power conversion combined in the most compact unit possible. This unit consists of six modules: silicon carbide (SiC), gate driver boards, and a dedicated cooling system.

The core of the energy accumulation system – the high-voltage battery – is conceived for very high power density. The innovative design of the battery is based on three principles: lithium-cell chemistry derived from Formula 1, extensive use of carbon fibre for the construction of the monocoque casing, and a patented design and assembly method (cell-to-pack) which minimises the weight and volume of the unit. The pack is situated low down in the engine bay and contributes to even better dynamic vehicle behaviour by lowering the car’s centre of gravity. All electrical and hydraulic circuit connectors are built into the component to reduce cable and hose length, while the pack is configured with 204 cells connected in series and subdivided equally into three modules for a total energy capacity of 2.3 kWh and a maximum power output of 242 kW.

Last but not least, to improve integration between the electric and electronic internal components, Ferrari developed the CSC (Cell Sensing Circuit) wireless sensor suite, which monitors cell voltage with spring contacts and measures cell temperatures with infrared sensors.

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