2012 Technical Regulations wrote:5.5 Engine torque demand :
5.5.1 The only means by which the driver may control the engine torque is via a single chassis mounted foot (accelerator) pedal.
5.5.2 Designs which allow specific points along the accelerator pedal travel range to be identified by the driver or assist him to hold a position are not permitted.
5.5.3 The maximum accelerator pedal travel position must correspond to an engine torque demand equal to or greater than the maximum engine torque at the measured engine speed.
The minimum accelerator pedal travel position must correspond to an engine torque demand equal to or lower than 0Nm.
5.5.4 The accelerator pedal shaping map in the ECU may only be linked to the type of the tyres fitted to the car : one map for use with dry-weather tyres and one map for use with intermediate or wet-weather tyres.
5.5.5 At any given engine speed the driver torque demand map must be monotonically increasing for an increase in accelerator pedal position.
5.5.6 At any given accelerator pedal position and above 5,000rpm, the driver torque demand map must not have a gradient of less than – (minus) 0.030Nm / rpm.
5.6 Engine control :
5.6.1 The maximum delay allowed, computed from the respective signals as recorded by the ADR or ECU, between the accelerator pedal position input signal and the corresponding output demand being achieved is 50ms.
5.6.2 Teams may be required to demonstrate the accuracy of the engine configurations used by the ECU.
5.6.3 The maximum throttle target map in the ECU may only be used to avoid throttle target oscillations when the change of torque is small for a change of throttle position. It must not be used to artificially reduce the maximum engine torque.
The selection of the maximum throttle target map will be fixed during qualifying and race.
5.6.4 Engine control must not be influenced by clutch position, movement or operation.
5.6.5 The idle speed control target may not exceed 5,000rpm.
5.6.6 Except when anti-stall or idle speed control are active, ignition base offsets may only be applied above 80% throttle and 15,000rpm and for the sole purpose of reducing cylinder pressure for reliability.
5.6.7 A number of engine protections are available in the ECU.
A minimum of nine seconds hold time should be configured for the engine protections enabled during qualifying and race. The configuration of the air tray fire detection and throttle failsafe are exceptionally unrestricted in order to allow each team to achieve the best level of safety.
5.7 Engine high rev limits :
Engine high rev limits may vary for differing conditions provided all are significantly above the peak of the engine torque curve. However, a lower rev limit may be used when :
- The gearbox is in neutral.
- Stall prevention is active.
- The driver clutch request is greater than 95% of the total available travel of the driver clutch actuation device, used only to protect the engine following a driver error.
- An engine protection is active.
- The bite point finder strategy is active.
- The safety car is deployed or during the formation lap.
Except for the above conditions, ignition, fuelling and throttle may not be used to artificially control the engine speed or alter the engine response in a rev range more than 1,000rpm below the final rev limit.
DaveKillens wrote:It's possible there could be more than one mode for cylinder deactivation. There could be one mode to lessen torque yet provide lots of exhaust gasses. But another mode may be for when the car is sitting and waiting, as in the scenario of the starting line, or waiting in line during qualifying. For those circumstances, cooling is an issue and deactivating cylinders can promote cooling and delay the inevitable melt-down long enough to get going again.
For the cars starting on the front row, they have to sit waiting for what to them is an eternity, and the longer you sit and wait, that's bad news to the engine guys. So if alternate cylinders go through the normal Otto cycle, then no spark, just cooling air pumped through the cylinders, that can keep the temperature from rising too quickly. Alternate and cycle through the cylinders, the cooling effect is functioning for all the cylinders.
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