beelsebob wrote:No, there's three shafts. One runs from the hot side of the turbo to a clutch. A second runs from that clutch, through the MGU-H, to another clutch. A third runs from the second clutch to the compressor. This allows them to either
2. Engage only clutch 1. This allows the turbo to stop spinning the compressor, and put all of it's power into charging the batteries through the MGU-H.
Forgive me if there is something I missed, there's a lot of threads and pages regarding this sort of stuff.
But isn't disconnection between the turbine and compressor not allowed in the regulations?
Pressure charging may only be effected by the use of a sole single stage compressor linked to
a sole single stage exhaust turbine by a shaft assembly parallel to the engine crankshaft and
within 25mm of the car centre line. The shaft must be designed so as to ensure that the shaft
assembly, the compressor and the turbine always rotate about a common axis and at the
same angular velocity, an electrical motor generator (MGU-H) may be directly coupled to it.
The way I read that, the turbine always has to driving the compressor, because if it didn't there would be different angular velocity between the two?
beelsebob wrote: 3. Engage only clutch 2. This allows the MGU-H to drive only the compressor, and not the hot side of the turbo, using less energy, and giving less turbo lag, as it can spin up the compressor faster.
And this would be dissallowed also, if the compressor and turbine were on two seperate shafts the MGU-H wouldn't be able to drive the compressor alone?
The MGU-H must be solely mechanically linked to the exhaust turbine of a pressure charging
system. This mechanical link must be of fixed speed ratio to the exhaust turbine and may be