[quote=PlatinumZealot post_id=892536 time=1583466367 user_id=6109]
Oh transparent one, why do you suppose the turbchargers are spinning close to 120k rpms?
When the formula began in 2014 guys like Ferrari and Renault had very small turbochargers. They realised they predictions were totally wrong and they were in a total different mode of operation to what Mercedes were doing so they had to increase the size drastically the following year.
They were smaller and lets say maxed out at 125k,(i doubt it) thhen imagine bigger, more efficient turbochargers... They are supposed to push more air at lower rpms, and they are supposed to push even more air because the blade design is more efficient too. So one can logically surmise that these turbos aren't operating near 125krpm typically.
I did some quick calcs in this thread here and IIRC estimated rpm was around 85k rpm at full boost. These are big wheels so they dont need to spin that fast to push the required amount of air.
Regards to any clutch.. I havent even dared to think about how ypu would get a clutch on that thing (split turbochrger). Just never even thought I would need to imagine it. But i will give it a shot.
Stivala said sprag clutch.
How does this work when you switch directions from generator mode to motor mode?
We know that honda does "extra harvest" rapidly oscillating from generator mode to motor mode.. Can your clutch react fast enough without burning up?
What about stress concentrations? And whipping effect (vibrations) of a disk like mass (the clutch) on a long slender shaft at tens of thousands of rpm?
Have to go with Zealot here.
A Turbo has a max rotation speed limited by speed of the bladetips at the soundbarrier.
Hence an optimum rotation speed. Optimizing air pressure generated will make a difference. I recall the jet departement mentioned them redesigning the drive shaft gave Honda the biggest powergain.
A possibility would be the air at the turbo tips (towards the waste valve) are just breaking soundspeed when braking creating those 'bangs'.
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