Xwang wrote: ↑
Wed Aug 05, 2020 3:55 pm
henry wrote: ↑
Tue Aug 04, 2020 2:04 pm
subcritical71 wrote: ↑
Tue Aug 04, 2020 1:15 pm
I can't find it now, but wasn't there a TD which focused on fuel flow vs. torque demand or pedal position?? If I remember that correctly, then how much does that TD not all this H recovery? When I (think I read) that TD, I saw that as effectively neutering the approach, but their may still be scope to exploit within the rules.
The TD controls fuel flow against ICE power. It sets the lower control threshold point as -50kW. That’s minus. They expect the ICE to be driving against the K. The curve seems low given that it limits ICE power to 420kW at 100kg/hr.
IMHO you are not reading the rule in the correct way.
It gives the maximum fuel flow as a function of power and this limit coexists with the other ones which prescribe maximum fuel flow as a function of RPM.
So if you have 1000kW, this rules says that you cannot use more than 279,85 kg/h, but since in such a case the limit as a function of RPM is more stringent than your system have to adhere to the limit given by the RPM.
Otherwise if you are at 12000 RPM and are asking only 100kW of power you cannot use 100 kg/h as you were able to do up to last year, but you can use only up to 48,55 kg/h.
This is how I've understood that. It's a way to impose a minimum engine efficiency when no full power is in use (probably because last year during this phases of low power demand more than the necessary fuel flow was passed through the fuel flow meter in order to be able to somehow store energy to be used for the following accelerations).
It’s how I read it as well, I came to the same conclusion over in the General V6 Turbo thread.
If you reverse the equation defining the power/flow relationship you get a confusing result.
5.1.5 Below 10500rpm the fuel mass flow must not exceed Q (kg/h) = 0.009 N(rpm)+ 5.5.
5.1.6 At partial load, the fuel mass flow must not exceed the limit curve defined below:
- Q (kg/h) = 10 when the engine power is below -50kW
- Q (kg/h) = 0.257 x engine power (kW) + 22.85 when the engine power is above -50kW
Engine power(kW) = ( Q(kg/h) - 22.85) / 0.257
The max partial load power would be just before the flow reaches 100kg/hr (any RPM 10500 and above) this equation sets that at 300kW. ( a flow of 10kg/hr gives -50kW As specified).
I thought I understood this and that the minus power was because this was PU power and the ICE was driving against the MGU-K. So max ICE power would be 420 kW, still way below the 600+ they are producing in qualifying. But I’m not so sure now because they don’t Always drive against the K At part load.
The regulation refers to engine, and this is what an engine is.
The internal combustion engine including ancillaries and actuator systems necessary for its proper function.
I’m afraid I’m baffled by this new regulation which is possibly something triggered by Ferrari and the assistance they have been giving to the FIA. probably for the purpose you are suggesting, restricting fuel accumulation.
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Truth is confirmed by inspection and delay; falsehood by haste and uncertainty : Tacitus