Ferrari's high-tech tune-up
Ferrari's Formula 1 team--and the results of seven-time world champion driver Michael Schumacher--are heavily influenced by technology. This includes software designed in-house and hardware with standard components such as the Opteron processor from team sponsor Advanced Micro Devices.
A good deal of the high-performance work takes place off the asphalt in the "box," the garage where cars get their tires changed during a race. That's where the computers collect the telemetry data on how the car is meeting the demands of the course.
Dieter Gundel, head of racetrack electronics at Ferrari, sat down with ZDNet Germany to explain how the high-profile team gets an edge at the track.
How much standard software do you use? In comparison, how much of the software that you use is developed in-house?
Depends
which applications you are referring to. Office products are standard
Microsoft. Design and calculation tools (CAD and CAM) are standard
workstation products. All car-control and most of the data-analysis
applications are written in-house, as are specific database products.
It is not easy to give specific numbers because different groups use
different tools.
What hardware do you use?
PCs for the majority of work. Workstations for design and component simulations.
What system software do you use?
PCs use Microsoft (Windows) XP companywide.
What development software do you use?
Again, it depends.
Control software for the car is C and assembler. Analysis and
simulation is mainly done with Matlab. Other projects are written in
object-oriented languages (C++, Delphi and Visual Basic, depending on
preference).
During a race, how many gigabytes of data flow between the car and the "box"?
Roughly
1GB for an average race that lasts about one and a half hours, and
obviously more data for longer races. These are partially redundant
data because we use alternative telemetry channels and internal memory
to make sure we don't lose data.
How does the communication between the race car and the box work?
As
the question implies, there is only communication from the car to the
garage allowed. The onboard control unit, in addition to performing a
controlling role, samples all relevant signals (sensors, actuators and
internal status variables) and hands them over to a dedicated logging
controller. This unit both stores data in memory and prepares data for
telemetry transmission.
Good software enables a good driver to gain a final edge of performance that is necessary to outperform the competition. |
What data protocols are employed?
The applied protocols are a
combination of standard error-correction protocols and encryption,
suitable for the type of error rate on a wireless link. They are
specifically optimized for our type of communication.
Can a Ferrari system "crash"?
Yes, temporarily at least. As
the function of the car fully depends on software, this software can go
wrong. A crash will be only temporarily because as usual in embedded
software, there are plenty of watchdogs in the control software that
will reboot the controller after a short period of inactivity.
Therefore the question should be: Can a Ferrari have a short software
hiccup? And the answer is yes. But as all software is extremely well
tested in the lab, at test benches and during tests before taking it to
the race, don't expect to see this at a race weekend.
How big a role does IT play in Schumacher's clear advantage?
This
depends on whom you talk to. For someone like me who works with control
software and data analysis, I would say that software functionality has
a big supporting role for Schumacher. Good software enables a good
driver to gain a final edge of performance that is necessary to
outperform the competition. However, it is important to note that it is
not just Michael Schumacher who plays a role in a Ferrari win. All of
our drivers--Michael's teammate Rubens Barrichello and our test driver, Luca Badoer--contribute to our present advantage.
What is the ratio of computer simulations compared with testing that still needs to be done in real life, out on the track?
It is difficult to say. As far as functionality is concerned, we
increase our simulation efforts day by day because it is a lot cheaper
than building parts or writing control software and trying it on the
car. Obviously, there are areas like reliability and interaction with
other functions where there is no way to bypass the real thing--which
is testing it on the car. But while the contribution of simulation is
still increasing, we are not reducing our normal testing at all. We
just do much more.
How long does a simulation take?
This also depends. If we take simulation of changes to control
strategies (traction control, for example), these simulations are done
nearly online between two runs of the cars--i.e., in a matter of
seconds. Other simulations (like aerodynamic simulations) can take
hours and are normally prepared before a race weekend,
We are not using wireless networking at the circuit and at the factory yet because we are not satisfied with the security. |
Using more powerful systems...will reduce our simulation times. At a race weekend, this means we can do simulation between runs that (previously) had to be done at night after the race or back in Italy before the next event. The more powerful our computers get, the more simulation will become a real-time tool and the more prepared our cars will be when they leave the garage for the next run.
How do you ensure that McLaren-Mercedes or other racing teams cannot access the data?
For
our company network we run the highest degree of protection, both at
the factory and the track. We are not using wireless networking at the
circuit and at the factory yet because we are not satisfied with the
security. All our laptops that leave the factory with critical data
have encrypted hard disks. Our telemetry traffic from the car to the
garage is encrypted as well.
How much influence does IT have in the development of a new race car?
Well, as mentioned before, all design work is done using CAD and CAM
tools. The structural and kinematical analysis is entirely
computer-based, so I would assume that there can't be any bigger
influence than this.
What influence does computer technology have on the choice of race strategy?
Computer
technology has a huge influence. All our strategy decisions are based
on computer simulations of the event. We have parameters as a result of
pre-event simulations that decide our basic strategy decisions,
obviously together with the Friday/Saturday performance. This race
strategy is then updated in real time with the progress of the race and
new options derived. Clearly not everything can be done by strategy
software, but at least this software can give a good base for the
spontaneous decisions that have to be made by race engineers.
How do you make sure that IT doesn't pose a problem during the race?
The
keyword for us is redundancy and fallback solutions. We practice a
fallback of our operation down to the level of data transport between
machines using USB sticks, just to be prepared for the worst. The other
point is one of the main principles of (Formula 1) operation: Never
make the same mistake twice. We therefore respond to all problems with
a fix, either by improving components or the structure or by stepping
back to a less performance-focused but safe scenario.
Have there been mishaps that were caused by IT?
No, not yet.
Clearly the level of excitement increases if we have to switch to
back-up solutions, but right now we are able to handle all foreseeable
situations.
What role does IT play in the car itself?
The car is
controlled by software. We have onboard systems control wherever the
regulation allows us to intervene and, as important, wherever we find a
benefit. Engine control is the obvious example. Gearbox control to
allow shift times on the scale of 10 milliseconds is another example.
Then there is the area of traction control, to name another important
one. Drive-by-wire (throttle control) and clutch-by-wire are other
important controls. And there is much more, such as driver information
system and driver interface, plus the before-mentioned telemetry and
data logging. ASR (acceleration slip regulation) is banned by
regulations, as are fully automatic shifts and launch control.
Is more speed possible with more sophisticated electronics?
We
would prefer to speak in lap time rather than speed because the highest
speed doesn't mean the fastest lap. However, the simple answer is: yes.
Take the control software mentioned above and you understand what
central role software functionality plays concerning the car
performance.
How have the employed IT systems changed within the last few years?
They
have changed from auxiliary tools to essential parts of the operation.
Just as an example: Some years ago the car would have been sent out
without data logging working if there was a problem. Today the car will
not leave the garage if data logging is not OK. There is no point in
running the car without the IT-based tools operation operating at an
optimum level.
Dietmar Mueller of ZDNet Germany reported from Munich.