2025/2026 Hybrid Powerunit speculation

[vorticism]

it can recover some from the KE of the 120000 rpm turbocharger ....
being connected by induction gas and exhaust gas to the ICE/MGU-K combo called the PU

Eloquently said, it shows that you have an intuitive understanding of such tech. Yes, there should be some interaction between MGUK regen/deploy as it relates to WG, BOV, and throttle control maps, particularly now with the absence of the MGUH; but this is above my pay grade. Maybe the contributions are too minimal, and the lag of the medium too great.

Pressure and RPM controls do regardless become much different sans MGUH. Reliance on BOV and WG seems to become greater, but maybe the ICE itself is being made to cope with variations in those metrics, via fueling & ignition, as an additional safety. When fuel or ignition are controlled at tenths to hundredths of a cycle resolution, is overboost still an issue?

[saviour stivala]

With the removal of the MGU-H in 2026, the energy recovery system will no longer recover energy from the turbocharger's heat. This will put exclusive reliance on breaking as the only source of energy recovery, recovery will be from kinetic energy captured by MGU-K during braking.

The MGUK recovers energy by braking the ICE, but that does not mean it is braking the car, or that the driver is braking.

The MGUK can be used to control the output of the PU to match the driver's demand.

The MGU-K recovers energy by braking the ICE and that means it will be decelerating the car, for that to happen the driver would have lifted off throttle and is using the brake pedal. Yes, the MGU-K will be crucial for balancing and managing the ICE output, the MGU-K's power will be significantly increased to 350 kw, which is almost triple the current output, to compensate for the reduced power from the ICE. The MGU-K main roles will be to provide extra power for acceleration, particularly out of corners, and ensure a more balanced 50/50 spilt between electrical and ICE power. The current power unit split, is 80% ICE/20% electrical. In short in 2026 the MGU-K will be the primary source of power with its deployment potentially limited by factors like car speed. To recover energy, the MGU-K will continue to recover kinetic energy from braking and cornering to store in battery.

[dren]

With the removal of the MGU-H in 2026, the energy recovery system will no longer recover energy from the turbocharger's heat. This will put exclusive reliance on breaking as the only source of energy recovery, recovery will be from kinetic energy captured by MGU-K during braking.

The MGUK recovers energy by braking the ICE, but that does not mean it is braking the car, or that the driver is braking.

The MGUK can be used to control the output of the PU to match the driver's demand.

The MGU-K recovers energy by braking the ICE and that means it will be decelerating the car, for that to happen the driver would have lifted off throttle and is using the brake pedal. Yes, the MGU-K will be crucial for balancing and managing the ICE output, the MGU-K's power will be significantly increased to 350 kw, which is almost triple the current output, to compensate for the reduced power from the ICE. The MGU-K main roles will be to provide extra power for acceleration, particularly out of corners, and ensure a more balanced 50/50 spilt between electrical and ICE power. The current power unit split, is 80% ICE/20% electrical. In short in 2026 the MGU-K will be the primary source of power with its deployment potentially limited by factors like car speed. To recover energy, the MGU-K will continue to recover kinetic energy from braking and cornering to store in battery.

What happens when the ICE puts out 400kw and the MGUK brakes the ICE with 150kw?

[wuzak]

With the removal of the MGU-H in 2026, the energy recovery system will no longer recover energy from the turbocharger's heat. This will put exclusive reliance on breaking as the only source of energy recovery, recovery will be from kinetic energy captured by MGU-K during braking.

The MGUK recovers energy by braking the ICE, but that does not mean it is braking the car, or that the driver is braking.

The MGUK can be used to control the output of the PU to match the driver's demand.

The MGU-K recovers energy by braking the ICE and that means it will be decelerating the car, for that to happen the driver would have lifted off throttle and is using the brake pedal. Yes, the MGU-K will be crucial for balancing and managing the ICE output, the MGU-K's power will be significantly increased to 350 kw, which is almost triple the current output, to compensate for the reduced power from the ICE. The MGU-K main roles will be to provide extra power for acceleration, particularly out of corners, and ensure a more balanced 50/50 spilt between electrical and ICE power. The current power unit split, is 80% ICE/20% electrical. In short in 2026 the MGU-K will be the primary source of power with its deployment potentially limited by factors like car speed. To recover energy, the MGU-K will continue to recover kinetic energy from braking and cornering to store in battery.

Under your system, recovery will be about 1 - 1.25 times the battery capacity at most circuits, whereas teh allowable is a bit over 2 times the battery capacity.

I would think, therefore, that any time the ICE is capable of producing more power than the driver demands (ie part throttle) the MGUK will be generating.

Similar to what dren posted, if the driver demads 350kW but the ICE can produce 400kW, the ICE will produce the 400kW and the MGUK will recover 50kW to meet the driver's demand.

Also, as I have shown many times, the rules specify that the MGUK output can be reduced from +350kW to -250kW when the driver is at full throttle.

When the driver demand is above the potential ICE output, the MGUK will have to deploy, even at part throttle, subject to battery state of charge and speed ramp down rules.