chrisc90 wrote: ↑02 Aug 2024, 13:46
Will be interesting to see if there is any change after the summer break. A lot of teams we could all pass comment for and against. Lost time. Gained time. Retirements etc.
On a side note could you not use the ERS to give a similar effect with diff settings and recovery on one side of the rear wheels?
I believe that's possible anyway, and without much in the way of direct control.
With the regen through transmission blending with bbw, then this "braking" effort passes through the diff to the gearbox, crank and arrives at generator. The tyres are restrained through this path accordingly and within recovery capacity etc.
If the diff is opened (less locking) at corner entry, commonly this is true to facilitate turn in response, then the braking is distributed unevenly across the rear shafts.
With the car "leaning" on the outside wheel to turn, with enhanced traction, then the inside radius wheel will be retarded more, notionally rotating backwards in comparison to the fully loaded opposite wheel.
Anyone that's worked on a transmission braked vehicle is familiar with this principle. The rear drive shaft is restrained by the Park brake to hold the vehicle on many arrangement of that type. If you have it parked on a slope, then jack one rear wheel it will roll away with the diff not now in equally loaded state.
Here's the good detail, that lifted wheel will now rotate backwards to demonstrate this principle.
In F1 application, if the diff is opened at corner entry, then high degree of recovery is imposed, this will differentially "brake" the inside rear wheel.
Further, if driver is to pull late and aggressive downshift into turn rotation regime, then that too is enacted through the diff to accomplish the same.
Action of the friction disc brakes will pull it back to parity though with their balanced hydraulic activity.