How does this work ? Where does the extra hp come from ?erikejw wrote: ↑Wed Feb 06, 2019 7:50 pmMy own creative suggestion for optimal use of the energy storage.
Teams are allowed to use battery energy to keep the turbo turbine run at an optimal rotation.
Is it possible to use battery energy in short bursts to "turboload" (extra load) the turbo to gain additional hp where it is most beneficial.
1. Yes it is allowed.erikejw wrote: ↑Wed Feb 06, 2019 7:50 pmMy own creative suggestion for optimal use of the energy storage.
Teams are allowed to use battery energy to keep the turbo turbine run at an optimal rotation.
Is it possible to use battery energy in short bursts to "turboload" (extra load) the turbo to gain additional hp where it is most beneficial.
My idea originates from the Ferrari last year, that it gained hp in the early acceleration phase when it was not traction limited. That phase is most important to gain laptime in an engine related way since you'll keep the extra speed all the way until breaking.
Maybe that's why other teams was suspicious last year?
Maybe thats why Ferrari had two batterys and needed double measurements. One for the mgu-k limit, the other for energizing the turbo and keep track of energy usage, maybe the two mgu-k and turbo load need different energy storage for optimisation of the different use cases.
1. Is it allowed?
2. Is it a viable working solution?
3. Do any team use it as of today?
how wouldn't power available to turbine be lower if cylinder GCR is higher ?godlameroso wrote: ↑Thu Feb 07, 2019 5:47 pm..... One benefit of a high GCR is good turbine efficiency....
Tommy Cookers wrote: ↑Fri Feb 08, 2019 12:34 pmhow would that benefit happen ?godlameroso wrote: ↑Thu Feb 07, 2019 5:47 pm..... One benefit of a high GCR is good turbine efficiency....
(we could easily think the opposite happens)
but ok the matter eg of EVO timing relative to GCE (ER really) is a big unknown
I have no working theory, its just my experience that running higher compression improves turbo response while on boost. Maybe its higher gas velocity due to higher TE. As you say EVO can influence this a great deal.Tommy Cookers wrote: ↑Fri Feb 08, 2019 12:34 pmhow wouldn't power available to turbine be lower if cylinder GCR is higher ?godlameroso wrote: ↑Thu Feb 07, 2019 5:47 pm..... One benefit of a high GCR is good turbine efficiency....
I always thought EGR is mixture dilution, and to lower EGTs.Mudflap wrote: ↑Fri Feb 08, 2019 2:00 pmVery good point GG. It seems more desirable to have a higher output MGUH that would deliver higher boost in ESM for a shorter duration in order to provide higher crank power in the initial phase of acceleration.
I can't seem to make up my mind over EGR.
On one hand the amount of internal EGR displaces air so the mixture is effectively richer right ?
On the other hand its thermal capacitance is greater so the gas temperature should be lower which means reduced heat flux (and hence heat rejection) to combustion surfaces ?
Edit - just realized previous posts were discussing compression ratio rather than EGR. Anyway, the point still stands - what does EGR do ?
In today's world, wouldn't this be solved with TensorFlow controlling the variables during the dyno runs?godlameroso wrote: ↑Fri Feb 08, 2019 4:34 pm![]()
Yes! Exactly! I wonder how much experimentation happens along these lines. The trial and error to arrange all these compromises to get the most net benefit must be both exiting and frustrating.