Oh dear, I actually missed that small note below on the energy flow chart .henry wrote: ↑Mon Jun 04, 2018 2:12 pmThey don’t measure MGU-K power directly using a torque sensor, they do measure it using a single electrical sensor connected to the CU-K. they allow a maximum power of 126.3 kW at this measurement point. (120 / 0.95)turbof1 wrote: ↑Mon Jun 04, 2018 12:14 pmSo the FIA has no direct means of reading the MGU-K power output on the crank. I assume they can do so by calculations based on readings elsewhere? Because the mgu-h can deliver power through the mgu-k to the crank as well without going through the battery first.Mudflap wrote: ↑Mon Jun 04, 2018 12:04 pmThe only mandated sensor is the IVT between the ESS and inverter. Any improvement in the efficiency of the inverter, motor and even HV cables is free power.
Even though there are no mandatory sensors between crank and MGUK I know that most teams choose to monitor the torque between the two for reliability purposes. My brother in law works at torquemeters (http://www.torquemeters.com/applications/automotive/) and at the start of the V6 era they were supplying all engine manufacturers.
Measuring power would appear to be much more straightforward than measuring the energy flow. In the latter case the FIA want to measure flow between ES and MGU-K and somehow have to ignore the flows to/from the MGU-H.
Maybe the regulations are incomplete but as it is documented (page 105 of the 2018 regulations, dec 2017) they only require two sensors to measure all of the electrical flows.
There are more sensors however. 8.2.2 mentions this:
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8.2.2 All control sensors, actuators and FIA monitoring sensors will be specified and homologated by the FIA. Details of the homologation process may be found in the Appendix to the Technical Regulations.