godlameroso wrote: ↑
Thu Jan 03, 2019 11:56 pm
The power units would be at full boost and capable of harvesting @ max power from the MGU-H @ WOT and > ~8,000rpm, all the way to 12,500rpm.
I would expect boost requirements and exhaust energy content to vary with fuel flow rate, 77.5 and 100kg/h at the two engine speeds you note. So I’m not convinced that the full boost and max H power are constant or available over that rev range.
Motoring the MGU-H uses comparatively little energy compared to it's harvesting potential ~.3MJ/lap, This is because all it takes is a brief kick start to get the boost up to a level where it can start making power. It's better to use the MGU-H, BOV, and WG's to keep boost levels precise through the rev-range, it's more efficient than using the MGU-K for torque fill, although MGU-K torque fill is still used.
There are several circumstances where the MGU-H is motored and they vary in their duration and intensity. There is the brief kick mode you describe, high power (200kW?) and short duration, <0.5 sec, the electric supercharger mode, maybe 60kW for a few 1-3 second deployments per lap and possibly a spooling mode used to keep the H assembly revs up during braking. The last of these I’m not clear about, in footage from at Monza Honda seemed to use a different approach . A total consumption in the realms of 0.3MJ/lap doesn’t seem unrealistic.
I agree with you that the combination of H, wastegate and BOV, are the right tools for managing boost, albeit the latter two are inefficient in that they throw away useful resources. I wasn’t really thinking of the MGU-H dealing with boost errors, although it could I suppose.
and the power output of the MGU-H is around 60-70kW for the top PU's.
I think we agree on this. At the upper end of that the ERS could process 6MJ/lap in the race and 8MJ/lap in qualifying, the H providing 66% and 50% respectively.
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