henry wrote: ↑23 Sep 2018, 15:06
An interesting point. I based my understanding on the Honda implementation, which if I remember correctly worked separately from direct mode. I’ll maybe have another look at the article, but I don’t expect to see anything different.
Personally I don’t think your scheme would work. I have formed the opinion that the way the FIA enforces the energy transfer rules using the two sensors that are mandated means that the MGU-K cannot run continuously but must be cycled to make the energy leaving the K asynchronous with the energy entering the ES.
In your example if 120kW leaves the K and 120kW arrives at the ES “simultaneously” the assumption is that all the energy flowed from the K to the ES and it doesn’t matter what the route was.
Even if this were not the case you would not be able to send 120kW in your scheme because you have to cycle the H from receiving to sending. With equal cycles you’d pass 15kW in your scheme for a total flow of 105kW.
Of course this all depends on how they manage the K <> ES powerflows using the two sensors, and I don’t think we know.
The Rules say:
- One Sensor is connected to measure all electrical energy into and out of the Energy Store
- One Sensor is connected to measure all electrical energy into and out of the MGU-K
You're correct in this point that with this setup, they may not be able to distinguish where the energy is actually coming from.
But there is also an other rule, which let me believe the FIA can actually see way more of what is going on in a car then we often think.
8.4 Data acquisition :
8.4.1 To assist scrutineering, the FIA requires unlimited access to the following ECU information before, during and after any track session :
a) Application parameter configurations.
b) Logged data and events.
c) Real-time telemetry data and events.
Throughout the Event, the logging memory and events buffer may only be cleared by an FIA engineer.
The FIA must have the ability to connect to the ECU via a jump battery using an FIA laptop. The teams should make a jump battery available at all times during the Event.
The teams should transfer the real-time telemetry data and events on the FIA network as requested by, and in the format defined by, the FIA.
Prior to the race, the ECU data logger must be configured in such a way that allows logging of data for at least two hours and fifteen minutes without exceeding the size of the logger memory.
So as i understand it the FIA can see everthing a team can see in the telemetry. So i think the FIA has a pretty good understanding of how the energyflow actually looks like at any time.
That of course doesn't mean Honda for instance does it this way. But i personally don't think it would violate any rules splitting up the energy flow this way.
Also it's a thing of interpretation what the FIA means with "one Sensor" in my opinion. Is a Sensor with multiple measuring channels still just one Sensor? Because if you think of it, to measure the energy flow to the MGU-K properly you need to monitor all three electrical power connections. The MGU-K is made up of a 3-phase induction motor.
Yes, it's a lot of personall interpretation here, but isn't this something we see in F1 all the time. The double diffusor for instance was exactly that.
