Lewis Hamilton has won his home race, the British Grand Prix at Silverstone for the 6th time in his career. Valtteri Bottas ended up a disappointed second, followed by Charles Leclerc in third.
No. Once they are into the region where they are using electrical power they can choose how much or little, even negative, of the electrical they use. If that were not the case they wouldn’t be able to switch off electrical power at the end of straights. Every time you see the rain light flash they are doing something other than what the driver is demanding.Just_a_fan wrote: ↑09 Jul 2019, 14:23Does the rule requiring torque to match the driver's demand not apply to the electric side of the PU? If it does, then all of these strategies are illegal.
If the driver is not requesting full power, the control system must deliver the amount of power requested by the driver, and the energy management system can only decide how to split it between the ICE and the MGU-K. Conversely, if the driver is requesting maximum power, the regulations allow the energy management system to decide the amount of propulsive power to provide and the split between the actuators.
Who says they haven’t?Just_a_fan wrote: ↑09 Jul 2019, 16:36Thanks henry. That makes sense I suppose, although I'm surprised no one has found a way to make a TC-lite system with the loophole that driver demand and PU delivery don't have to match all the time.
It had to be that way otherwise every time a driver de-rates the FIA would need to get involved.henry wrote: ↑09 Jul 2019, 16:11No. Once they are into the region where they are using electrical power they can choose how much or little, even negative, of the electrical they use. If that were not the case they wouldn’t be able to switch off electrical power at the end of straights. Every time you see the rain light flash they are doing something other than what the driver is demanding.Just_a_fan wrote: ↑09 Jul 2019, 14:23Does the rule requiring torque to match the driver's demand not apply to the electric side of the PU? If it does, then all of these strategies are illegal.
This paper, https://www.research-collection.ethz.ch ... sAllowed=y has a good description of the mechanisms on pages 1 and 2. It contains this summary.
If the driver is not requesting full power, the control system must deliver the amount of power requested by the driver, and the energy management system can only decide how to split it between the ICE and the MGU-K. Conversely, if the driver is requesting maximum power, the regulations allow the energy management system to decide the amount of propulsive power to provide and the split between the actuators.
So when the pilot uses full throttle, is it the system that decides how much power to deliver?If the driver is not requesting full power, the control system must deliver the amount of power requested by the driver, and the energy management system can only decide how to split it between the ICE and the MGU-K. Conversely, if the driver is requesting maximum power, the regulations allow the energy management system to decide the amount of propulsive power to provide and the split between the actuators.
That's nothing to do with the PU. The Haas, Force India, Williams and Sauber were - and still are - running Mercedes and Ferrari PUs. The Redbulls (Max and Danny Ric) always went through the field in a similar manner even though they were running the Renault PU. It's all about the downforce.
as far as I'm aware no they don't. I went 3 years ago. I bought 12 tickets for a group, we went up in 3 cars and met in the grand stand. So 8 of the group weren't with me. So effectively I bought the tickets and the tickets were all in my name. (Not sure if they even have a name on them)
Yes and no. The driver only asks for full power when they cease to be traction limited. However, in the grey area of transition from traction limited to not perhaps there’s an opportunity.Xwang wrote: ↑09 Jul 2019, 17:38So when the pilot uses full throttle, is it the system that decides how much power to deliver?If the driver is not requesting full power, the control system must deliver the amount of power requested by the driver, and the energy management system can only decide how to split it between the ICE and the MGU-K. Conversely, if the driver is requesting maximum power, the regulations allow the energy management system to decide the amount of propulsive power to provide and the split between the actuators.
It seems a possible backdoor for a legal antispin system. Do you agree?
I mean that a smart team could develop the ERS/ECU so that when full throttle is applied it behaves like an antispin and then instruct their drivers to slam the throttle full open instead of limit it to control traction (that in this hypothetical case is controlled by the antispin).henry wrote: ↑09 Jul 2019, 17:52Yes and no. The driver only asks for full power when they cease to be traction limited. However, in the grey area of transition from traction limited to not perhaps there’s an opportunity.Xwang wrote: ↑09 Jul 2019, 17:38So when the pilot uses full throttle, is it the system that decides how much power to deliver?If the driver is not requesting full power, the control system must deliver the amount of power requested by the driver, and the energy management system can only decide how to split it between the ICE and the MGU-K. Conversely, if the driver is requesting maximum power, the regulations allow the energy management system to decide the amount of propulsive power to provide and the split between the actuators.
It seems a possible backdoor for a legal antispin system. Do you agree?
I think this is the case when they turn in to a flat out corner as the rear tyres transition from linear to linear plus lateral traction. But it’s only a hypothesis.
I watched last year’s pole lap for any steering wheel setting changes but I didn’t see any, just bbal. It will give me something to watch for this year.
Also BMIG if that's of interest. And something else exiting Luffield, you can see a '3' on the dash but no apparent hand movement with it. Maybe some button on the back of the steering wheel.
Thanks I’ll watch again
Any reason as to why? I thought it was very interesting last year to watch out for anyone daring to take T1 with drs open. Ultimately no one managed to do it (and probably wouldn't be able to this year with wider drs), but it was still a fun extra thing to look out for.
I thought Verstappen did that in the Redbull?Juzh wrote: ↑09 Jul 2019, 21:05Any reason as to why? I thought it was very interesting last year to watch out for anyone daring to take T1 with drs open. Ultimately no one managed to do it (and probably wouldn't be able to this year with wider drs), but it was still a fun extra thing to look out for.
