Is it though? I get the feeling we're on the tail end of this tech being mass market relevant because of the ever impending switch to EVs. Five years from now it's a real possibility that 50% of new models will be EVs. This tech possibly to expensive to ever find its way into regular models.
Are you talking full electric or hybrid?Cold Fussion wrote: ↑01 May 2018, 17:36Is it though? I get the feeling we're on the tail end of this tech being mass market relevant because of the ever impending switch to EVs. Five years from now it's a real possibility that 50% of new models will be EVs. This tech possibly to expensive to ever find its way into regular models.
Well most manufacturers are committing to like 50-100% EV by the mid 20s so with that in mind I think there is a very little limited window the turbine recovery to become a road technology.AJI wrote: ↑04 May 2018, 10:38Are you talking full electric or hybrid?Cold Fussion wrote: ↑01 May 2018, 17:36Is it though? I get the feeling we're on the tail end of this tech being mass market relevant because of the ever impending switch to EVs. Five years from now it's a real possibility that 50% of new models will be EVs. This tech possibly to expensive to ever find its way into regular models.
There's no way the current infrastructure could handle a massive switch to full EV. However, I assume Elon Musk's plan for world domination has an end game in the form of controlling all the electricity in the world...
So, are you suggesting that there will be a sufficient upgrade to the electricity grid in this timeframe to support the target? You're talking pure EV's yeah? Not hybrids?Cold Fussion wrote: ↑07 May 2018, 11:16Well most manufacturers are committing to like 50-100% EV by the mid 20s so with that in mind I think there is a very little limited window the turbine recovery to become a road technology.AJI wrote: ↑04 May 2018, 10:38Are you talking full electric or hybrid?Cold Fussion wrote: ↑01 May 2018, 17:36
Is it though? I get the feeling we're on the tail end of this tech being mass market relevant because of the ever impending switch to EVs. Five years from now it's a real possibility that 50% of new models will be EVs. This tech possibly to expensive to ever find its way into regular models.
There's no way the current infrastructure could handle a massive switch to full EV. However, I assume Elon Musk's plan for world domination has an end game in the form of controlling all the electricity in the world...
The grid in most countries can only just cope with the current demands, in a lot if cases it can't meet current peak demands...Big Tea wrote: ↑07 May 2018, 11:43There must be someone here who know the answer, its the knowledge hub of the world
In layman's terms if possible, how much 'less' electricity will a 2020 plug in ev take to charge and cover a common commute than a 2000 equivalent would have done?
Are things getting closer to reality or are the days of full ev still far off due to the scale of requirement?
godlameroso wrote: ↑07 May 2018, 19:52SOC is triggered by the timing line, or the entry and exit of the pits.
Obviously that’s the case. For regulation enforcement only 2 measurements are made. They are both integrals over time. My observation was that they need to be synchronised otherwise any flow into or out of ES might be interpreted as coming from or going to the MGU-K. If they are not synchronised the ”extra harvest” route MGU-K > MGU-H > ES would be measured as direct K to ES, and would bring no benefit.All ERS energy flows through the control electronics anyways, so that's an easy place to take all your measurements.
Agreed. I don’t understand what you mean by SOC is referenced... do you mean the end SOC is beginning plus Integral of K?SOC is independent of battery capacity, SOC is referenced to ES -> MGU-K upon crossing the start finish line. The start/finish timing line is a laser, whenever the car triggers that laser it's SOC. On the driver's steering wheel there are readouts for both battery capacity, and ES-> MGU-K/lap.
I interpret the bar graph at the bottom as showing total ES to MGU-K available and the percentage used. The percentage goes to 100 at the end of the lap.At the bottom of the steering wheel you can see Vettel's battery capacity, and at :50 you can see him check the lap SOC.
If within the current weight limit of the ES a manufacturer used a 6MJ storage capacity. The driver could use the full 4MJ without the risk of bricking the ES>godlameroso wrote: ↑07 May 2018, 23:275.2.2 Energy flows, power and ES state of charge limits are defined in the energy flow diagram shown in Appendix 3 of these regulations. When the car is on the track a lap will be measured on each successive crossing of the timing line, however, when entering the pits the lap will end, and the next one will begin, at the start of the pit lane (as defined in the F1 Sporting Regulations).
https://statics.sportskeeda.com/wp-cont ... 24x606.jpg
Nowhere in the regulations or this image is the capacity of the ES described at all.
In one lap around the circuit, the ES cannot send more than 4MJ of energy to the MGU-K, this is what the regulations call state of charge. It cannot send more while the car is out on track, and it cannot be charged in the pits. If the total capacity of the energy cells was 4MJ, and you depleted the entire 4MJ in a lap you'd have a bricked battery. They run the battery down to 20% that's what the little red part in the bar at the bottom of the steering wheel signifies. They don't want to run the battery in the red for too long as it increases the likelihood of bricking it, or worse dendrification.