Good to know, I didn't see that. I'd assume everyone else does, too, though.
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While the technical regulations regarding the power units are going into their 4th stable year, Mercedes' engine Chief, Andy Cowell, has noted there are still gains to be made. Cowell underlined that the key to these continued improvements are Mercedes' proven testing facility.
Good to know, I didn't see that. I'd assume everyone else does, too, though.
I was really surprised that they let that out though. I'd have thought they'd wanna protect such a strategic thing as much as possible but who knows, maybe the rest of the teams knew.dren wrote: ↑13 Oct 2017, 18:55Good to know, I didn't see that. I'd assume everyone else does, too, though.
This is true and was always the case since 2014. Two uses in qualifying. Two uses in the race.
I'm wondering about this, to what extent can these batteries over the course of such short laps be charged to max? If you look at 'street tech' the Toyota Prius' and such never raise too much above let's say 75 per cent. Can the batteries be charged while in the pitbox, or do the drivers have to manage the charging themselves ontrack-only? I thought I recalled that with the shock-prevention and the green light the batteries are being bled, or is it just a safeguarding procedure while the battery load is being maintained?
The rules allow a maximum of 4MJ difference between maximum state of charge and minimum state of charge on any given lap.Jejking wrote: ↑27 Oct 2017, 00:14I'm wondering about this, to what extent can these batteries over the course of such short laps be charged to max? If you look at 'street tech' the Toyota Prius' and such never raise too much above let's say 75 per cent. Can the batteries be charged while in the pitbox, or do the drivers have to manage the charging themselves ontrack-only? I thought I recalled that with the shock-prevention and the green light the batteries are being bled, or is it just a safeguarding procedure while the battery load is being maintained?
I think you can add some other items to that list.NL_Fer wrote: ↑27 Oct 2017, 22:24Qualifing mode consists of two parts.
1: A one-lap mode for the ERS, where the battery starts at 4MJ and deploys fully till 0MJ when they pass the finish.
2: A higher power mode for the ICE, where more boost or knock is allowed for a limited amount of time.
On the second part, i still believe the factory teams can allow themselfs for a tiny little more margin on extracting maximum power out of the ICE. Look at Bottas, he still can do a decent qualifying, but drops back on races. And yes, the Force India is a low drag, low tire wear design. But since the V6T period, is saw more factory units blow, than customer units.
If this is the case, why is the energy density of batteries always spoken of as the limiting factor for mass-market adoption? Cheapness and not improved density could be the goal. A battery which is utilized more aggressively but replaced more often.Tommy Cookers wrote: ↑27 Oct 2017, 10:58the Prius etc always operates within a fractional cycle ie 35%-70%-35%-70% charge to enable their warranted 8 year battery life
ie the Li ion battery has a life of 1000 full 0%-100%-0%-100% cycles or 3000 'Prius-fraction' cycles
this fractional cycle is why EVs have poor range ie the battery is deliberately oversized and underutilised
my guess - F1 ERS is fully utilised ie not oversized (has a full charge-discharge cycle) - and ERS minimum weight limit is based on this sizing
it is liquid-cooled to withstand the extremely high rates of charge and discharge
btw those silly old NiCad batteries have a life of 2000 full cycles