Honda F1 project leader Yusuke Hasegawa has outlined a number of reasons why Honda has been struggling so badly in the beginning of the 2017 Formula One season. He confirmed that lots of problems were not discovered while running on the dynamo meter.
Toyota is not only the world's largest carmaker, it also develops and manufacturers semiconductor for its captive market. Now the company succeeded in reducing the fuel consumption of hybrid electric vehicles by 10 percent - by deploying home-grown SiC transistors in the Power Control Unit (PCU).
SiC is the technology, there are SiC BJT's, JFET's and MOSFETS available, and even IGBT's for very high voltages, AFAIR.Mr.G wrote:If so, they have space for improvement... SiC are better...
Typical three phase motors have a fourth wire for earth. Otherwise they will be earthed to the ground.gruntguru wrote:No - it will be a three phase motor. 1 wire per phase - no neutral or earth.
They'd have to find a way of shrinking them down to fit within an F1 car and ensure the changes are safe. However it's a moot point as the regulations stipulate the energy store be made up of batteries from what I recall, not read the rules in a while. So I could be wrong. I do expect that they will eventually use super capcitors in F1. Unless Graphene proves to be a wonder material then we will see rapid advances in electronics and battery technology. I suspect F1 will be an ideal test bed for graphene based technology due to the extreme environment in an F1 car.Del Boy wrote:I thought super capacitors were ten times the size of equivalent batts and although would solve charging cycle discharging problems, would create a packaging problem?Mr.G wrote:Doesn't they use super-capacitors instead of batteries.
Graphene Li-Po batteries already commercially available with massive C ratings to R/C world! About 30 volts and only 10 a/h but 180C! Using Li-Co polymer technology No where near F1 voltage/amp draw but probably possible.taperoo2k wrote:They'd have to find a way of shrinking them down to fit within an F1 car and ensure the changes are safe. However it's a moot point as the regulations stipulate the energy store be made up of batteries from what I recall, not read the rules in a while. So I could be wrong. I do expect that they will eventually use super capcitors in F1. Unless Graphene proves to be a wonder material then we will see rapid advances in electronics and battery technology. I suspect F1 will be an ideal test bed for graphene based technology due to the extreme environment in an F1 car.Del Boy wrote:I thought super capacitors were ten times the size of equivalent batts and although would solve charging cycle discharging problems, would create a packaging problem?Mr.G wrote:Doesn't they use super-capacitors instead of batteries.
What i do know about DC vs AC motors, the AC are much more reliable. I've been in the electric industrial vehicle industry for a short time. Everyone is going to AC motors now, moving away from DC because of reliability; especially vehicles that a regenerative braking that run a continuous shift non stop.Abarth wrote:SiC is the technology, there are SiC BJT's, JFET's and MOSFETS available, and even IGBT's for very high voltages, AFAIR.Mr.G wrote:If so, they have space for improvement... SiC are better...
Anyway, SiC MOSFET's are replacing Si IGBT's, so I think you are absolutely correct.
You make a good point. However great Honda are, they need as much track data as possible. Inevitably the lack of mileage will hurt their development rate. For the very same reason, Renault need Red Bull and vice versa.Joseki wrote:They are already on the backfoot compared to Mercedes and Ferrari, Mercedes and Williams ran 200 km today, Ferrari and Haas will ran 200 km too on Sunday. I expected them to run at least one filming day before Monday since they have just eight testing days and just one car on track compared to the 4 of Mercedes, 3 of Ferrari and 2 of Renault.
The rules do not require batteries for the energy store.taperoo2k wrote:They'd have to find a way of shrinking them down to fit within an F1 car and ensure the changes are safe. However it's a moot point as the regulations stipulate the energy store be made up of batteries from what I recall, not read the rules in a while. So I could be wrong. I do expect that they will eventually use super capcitors in F1. Unless Graphene proves to be a wonder material then we will see rapid advances in electronics and battery technology. I suspect F1 will be an ideal test bed for graphene based technology due to the extreme environment in an F1 car.Del Boy wrote:I thought super capacitors were ten times the size of equivalent batts and although would solve charging cycle discharging problems, would create a packaging problem?Mr.G wrote:Doesn't they use super-capacitors instead of batteries.
There is no necessity for a fourth wire except possibly for safety - to maintain the case at a similar potential to the vehicle frame. This would be a nominal gauge connection - nothing like the 3 monster cables carrying the current to/from the MGU. There certainly doesn't need to be a "return" connection to the inverter.PlatinumZealot wrote:Typical three phase motors have a fourth wire for earth. Otherwise they will be earthed to the ground.gruntguru wrote:No - it will be a three phase motor. 1 wire per phase - no neutral or earth.
In the case of F1 cars the engine will be the earth that the housing of the MGUH is bolted to. So the engine block acts as the "fourth cable."
I wonder if these numbers are achieved by Honda or is McLaren just copy pasting numbers shared by Mercedes recently.From an early base of around 750hp, the hybrids have made rapid progress. They may now be the most powerful (mainstream race) engines in the history of F1, surpassing the 930hp produced at the end of the V10 era, constantly developing through fuel research, better control of the ERS, improving understanding of the V6 combustion cycle and strong focuses on reducing losses through friction and from the high-power electrical system.
125 years’ petrol car development saw thermal efficiency rise from around 17 per cent to the mid-25s, with 2013’s F1 V8’s delivering an impressive 29 per cent. The ambition for F1’s new hybrids was to reach 40 per cent. They’ve massively overachieved, reaching over 45 per cent today with 50 per cent the next milestone
