If the driver is feathering the throttle he is asking the power unit for a certain amount of power. Some of that is delivered from the ICE, some is delivered by turbocompounding (ie power being fed from MGUH directly to MGUK) and some may come from the energy store to the MGUK. If he has too much power he will ease off the throttle, and the ICE will deliver less power, there will be less exhaust energy to drive the turbine, so there will be less "modulation" of the turbo by the MGUH.olefud wrote:Still don’t get it. Here’s the situation; electrical storage is maxed going into the corner. The driver is on the throttle heavy but short of flat out, i.e. feathering the power output. Exhaust heat is overdriving the turbo so the MGU-H applies a load to modulate the impeller speed. The resulting electrical energy can’t go to the charged-to-the limit battery and seemingly the driver doesn’t want the MGU-K messing with his finely balanced power output. I’ve assumed that the MGU-K would be limited to adding to crankshaft power only under full throttle which could be mistaken.
If the MGU-H is to serve as an alternative to a waste gate, it needs someplace to sink energy. Perhaps resistor banks a bit before the diffuser.
Also, I don't think there will be the situation where the energy store is full. The ES will most likely be used on acceleration from corners and to help with turbo lag.
The only way the ES will be full is if a team deliberately uses a smaller capacity, knowing that they will never need to store the full amount.