Charging the ES at part throttle

[trinidefender]

Here is my concept, sorry if it has been thought of already by somebody else. Say a driver is at part throttle in a corner or pit lane or wherever. Let us assume that this part throttle calls for an arbitrary figure of 100 hp to the wheels to maintain the pit lane speed limiter or to not break traction at the corner. This 100 hp can be provided by the ICE, the MGU-K or some combination of the two.

Would it not be possible to have ICE produce say 150 hp and put a load of the MGU-K in generator mode? The end result would be that 100 hp still gets to the wheels (ignore the losses in the transmission for this scenario) and that the MGU-K is generating electricity to send to either the MGU-H or the ES for later use.

This might be useful if a team has fuel to spare and wants to push all out for a few laps to try and overtake.

[PlatinumZealot]

My guess is that it is being done, but only when it is most efficient to do so. You wouldn't normally charge it in the pit-lane for example but maybe at corner exit or something... The thing is, there is a fine line between ES charging in traction limited situations and traction control.... Maybe someone with more information can help shed some light on this.

[Abarth]

It could be easily done. You are free to map the engine according torque demand map with first modulating MGU-K.
So you have, if we aussume 640HP from ICE and +/- 160HP from MGU-K, a modulation of 480 HP to 800 HP with ICE always WOT. All the modulation in this power (torque) demand region would be done with the electrical engine, which AFAIK is even better modulable than the ICE.
And running the ICE WOT is usually the most efficient way to run it, with the bonus that during negative MGU-K torque the ES can be loaded bay both electrical machines.

That's what I wrote some time ago in the other thread, and if I remember correctly, it has also being confirmed by Renault that it is done.

[...]
One key area will surely be using the ICE in WOT condition even in reduced torque demand (part load), and sending MGU-H energy to es without powering MGU-K, and going as far as to go to apply negative torque at MGU-K on circuits which are not consumption critical or in quali laps.[...]

[toraabe]

This is implemented already. They are somehow reducing power out of corner by using the MGU-K as generator until desired power is needed. That is why mapping these engine is very difficult... The cooperation between ICE, MGU-H, MGU-K and rear breaks. How using as little fuel as possible..

[Blackout]

Here is my concept, sorry if it has been thought of already by somebody else. Say a driver is at part throttle in a corner or pit lane or wherever. Let us assume that this part throttle calls for an arbitrary figure of 100 hp to the wheels to maintain the pit lane speed limiter or to not break traction at the corner. This 100 hp can be provided by the ICE, the MGU-K or some combination of the two.

Would it not be possible to have ICE produce say 150 hp and put a load of the MGU-K in generator mode? The end result would be that 100 hp still gets to the wheels (ignore the losses in the transmission for this scenario) and that the MGU-K is generating electricity to send to either the MGU-H or the ES for later use.

This might be useful if a team has fuel to spare and wants to push all out for a few laps to try and overtake.

http://www.f1technical.net/forum/viewto ... 41#p550441
http://www.f1technical.net/forum/viewto ... 02#p550502