For the H to K directly, even with partial throttle is all about efficiency. But the amount of part throttle over a lap is marginal.Juzh wrote:This is viable strategy in qualifying where fuel is not a problem, but during the race? I'm not so sure burning fuel to charge batteries is more efficient than just putting it all down to the crank and to the tires. There's bound to be loses somewhere during the process.Jolle wrote:The FOM graphics show when the K is fed from the ES, not when it's fed from the H.Juzh wrote: ERS deployment graphic put on by FOM during races quite clearly shows deployment only being used on full throttle.
In what part throttle situations would you prefer ERS over ICE? Kimi didn't seem to like K deployment coming out of a hairpin in canada, did he?
When a driver asks, for instance, 80% throttle, the ICE could give 100% and the K unit -20%, in other words, harvesting energy. Even off throttle trough a corner the K could be maximising harvesting while the ICE is cancelling it out to have a zero force on the wheels.
Lots and lots to play with. The big teams have development drivers work the sim all weekend to come up with the most ideal maps with speed vs fuel save, overtaking, etc etc
I agree FOM most likely only monitors ES discharge, and mgu-h direct transfer to K could happen during part throttle, but I still don't understand why would you want to do that.
For the harvesting during off throttle, I imagine it's not constant but in special circumstances, like when fast recharge is nice when going for a few fast laps, qualifying, etc etc.
