hollus wrote: ↑
Fri May 17, 2019 8:33 am
gruntguru wrote: ↑
Fri May 17, 2019 3:51 am
It is easy to determine if F1 teams are using a particular function or strategy:
1. Is there an advantage in using it?
2. Do the rules EXPLICITLY prohibit it?
Number two hides an enormous black hole looming over any such discussion. There are plenty of Technical Directives, which are rules for all practical effects, that we do not have access to.
So it might well be that something is explicitly forbidden withuot us knowing.
True. But if we see a piece of evidence that shows to the world, including the regulators, that a team is exploiting a feature and they continue to do so after that revelation we can reasonably assume that there is not an explicit regulation preventing the teams interpretation.
For instance @Dr Acula’s example. We see this all the time, harvest lights flashing and no indication on the onboard telemetries that drivers are touching the brakes. Or, a favourite of mine, the power unit traces in the magazine article on page 844 of the Honda power unit thread. They clearly show a spike change in the the MGU-K power on every upshift. Not to mention “extra harvest”.
No doubt there can be arguments that can be used against these. The driver may caress the brake pedal so softly that it doesn’t show on the telemetry, or the journalists just made stuff up, or the telemetry is faulty.
But then we can look at a learned paper:
Time-optimal Control of the Formula 1 Hybrid Electric Power Unit
A thesis submitted to attain the degree of DOCTOR OF SCIENCES of ETH Zu ̈rich
(Dr. Sc. ETH Zu ̈rich)
Mauro Rube ́n Ulisse Salazar Villalon
M. Sc. ETH in Mechanical Engineering
The author acknowledges people at Ferrari as mentors in this work.
On page 2 of this doctoral thesis we find,
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.
I personally believe that there are 9 potential discrete modes of power operation of these power units knitting together the ICE, MGU-K, MGU-H and ES in various combinations. I call them discrete because typically control theory, for instance in the paper I reference above, suggests the optimal use method is bang-bang, operating each mode at its max each time it’s used. That doesn’t mean that there aren’t variations in what max is for each mode.
The Strategy modes the driver controls mix these together to suit the circuit and circumstances encountered. The paper above shows the mix can be variedwhile the car is in operation during a race. Parameters effecting each mode can also be altered by the driver using the multifunction menu system.
In short my answer to the question posed in the topic title is YES.
Fortune favours the prepared; she has no favourites and takes no sides.
Truth is confirmed by inspection and delay; falsehood by haste and uncertainty : Tacitus