matt21 wrote:Just an idea coming to my mind this morning.
When the MGHU is attached to the turbo, it can be used to speed up the turbine during throttle-off in order to keep it spinning.
But does it make sense to use it as a sort of limiter, by the meaning of extracting electric energyy in order to control the maximum boost pressure.
If so, I think you can get rid of the wastegate.
A most interesting idea matt, never thought of it that way, but it makes a lot of sense to me anyway.
"I spent most of my money on wine and women...I wasted the rest"
Just a question I had in mind. With the new KERS system which I believe will have double the output of the current one, and thus recovering more braking energy, as well as recovering some exhaust energy with the Turbo, how much more efficient are the new engines going to be?
Also, Sam Michael mentioned, I believe in Nurburgring FP2, that the new engines won't be peaky, and will have a flat torque curve, which is why the concept of fixed gear ratios (choose 8 at the start of the year, and you're stuck) will work as the torque you're getting is the same throughout the rev bands anyways. Why would this be? I mean, wouldn't a turbo just augment the torque curve? Also, in a car, generally you think of a bigger turbo needing more revs to spool it up and giving a bigger boost, while a smaller one will have less lag and less boost. Which will they go for?
The rules allow for 2MJ to be harvested by the MGUK during braking per lap, but allows 4MJ of energy to be used by the MGUK per lap.
Does this mean that the extra 2MJ comes from the MGUH? Or is the MGUH "free" - ie, can the MGUH be directly used and not counted in the 4MJ per lap?
If the MGUH energy is free, then how would the teams use the extra energy available for a lap? Would they have like an engine map which turns off the MGUK, and then switch it on for the next lap?
And would anyone do a lap using 0MJ from the MGUK and then switch it on for 4MJ the next lap?
matt21 wrote:Just an idea coming to my mind this morning.
When the MGHU is attached to the turbo, it can be used to speed up the turbine during throttle-off in order to keep it spinning.
But does it make sense to use it as a sort of limiter, by the meaning of extracting electric energyy in order to control the maximum boost pressure.
If so, I think you can get rid of the wastegate.
That is an application which I have predicted a long time ago.
Formula One's fundamental ethos is about success coming to those with the most ingenious engineering and best ..............................organization, not to those with the biggest budget. (Dave Richards)
Sam Michael mentioned, I believe in Nurburgring FP2, that the new engines won't be peaky, and will have a flat torque curve, which is why the concept of fixed gear ratios (choose 8 at the start of the year, and you're stuck) will work as the torque you're getting is the same throughout the rev bands anyways. Why would this be? Would a turbo not:
a) just augment the torque curve?
b) make things more peaky?
10.5k? The things rev up to 15k in the regs, no? As I understand it, there's a rudimentary equation; something like at any given RPM, power = torque*rpm/5252
If power is "basically" or "close to" flat, while rpm is increasing, would that not mean torque would be decreasing in an inversely proportional manner to that rpm?
Between 10.5 and 15 kRpm, the fuel-flow must not exceed 100 kg/h (27.8 g/s), which means that given a constant mechanical efficiency of the engine, the power will be constant through that span, while torque will fall off in the fashion you described.
"I spent most of my money on wine and women...I wasted the rest"
I can't wait for these new engines. Truly new as far as I can see.
BTW, this is the sort of thread that keeps me coming back to F1T. I can't follow it all, and it makes my brain hurt, but in a good way. Invigorating and educational -- what could be better?
Enzo Ferrari was a great man. But he was not a good man. -- Phil Hill
