So 4.5 times the allowed recovery from the MGUK with 2.91 times the maximum recovery power (350kW vs 120kW).
Deployment currently is limited at 4MJ from the ES to MGUK. Deployment (energy) will be unlimited in 2026.
But the engineer involved with RBPT design said that driving the 'K' with ICE will not be allowedwuzak wrote: ↑Thu Nov 17, 2022 8:54 amIf we assume that the fuel energy allowed for the race is 3000MJ (2014 rules were 100kg/h fuel flow and 100kg fuel for the race), and that 9MJ/lap is recovered and then deployed at every track, then the electrical energy recovered/used would be on average, for this season's races, 546MJ, or 18.2% of fuel energy. Slightly more than double for the amount of energy that the ICE can output.
The maximum would be Monaco (702MJ, 23.4%) and the minimum would be Spa (396MJ, 13.2%).
Of course, shorter tracks like Monaco are unlikely to allow the recovery of 9MJ, and at least some of the electrical energy would come from using the MGUK as a generator, driven by the ICE.
on what planet is K generation accelerator-off brakes-off "running the MGU-K by the engine" ?saviour stivala wrote: ↑Fri Nov 11, 2022 4:32 am‘’Energy is also recovered using lift and coast – The driver lifts off the throttle early and the MGU-K helps slow the car before the brakes are applied’’ oh dear that RBPT engineer involved in the RETECH interview must have been terribly wrong opinionizing that in his expert opinion running the MGU-K by the engine will not be allowed....
Mr RBPT didn't say thatsaviour stivala wrote: ↑Sat Nov 19, 2022 9:20 pmThe RBPT engine design team leader engineer swaying that “running the MGU-K with the engine will not be allowed” meant that the MGU-K will not be allowed/permitted to harvest unless the brakes are applied (running the MGU-K by the engine). In Actual fact and simple terms, the MGU-K being attached to the crankshaft through its own gearbox, the MGU-K is always in rotation when the engine is running, But it Can be run free of any in or out loads as well as in motor mode and generator mode. In motor mode it will be contributing electrical power to the crankshaft, while when triggered into generator mode by the brake pedal it will harvest energy by the engine crankshaft because of engine braking. When that mode takes place the MGU-K will contribute significantly braking power (retardation). And once again, when the driver lifts and coast the brake pedal is not applied, which in turn and contrary to some believe. The MGU-K is not harvesting.
Lift-and-coast the driver lifts off the throttle. So the chassis is slowing down through aero resistance and engine braking.
I remind you that the F1 engine team leader is working on the ICE, he has only started working in F1 and has little or no involvement with the ERS side or the area of calibration (putting it all together).saviour stivala wrote: ↑Sun Nov 20, 2022 7:27 am“Another clue (that the RBPT engine team design leader must have not seen) that driving the ‘K’ with the engine will be permitted’’. I personally will give more weight to what a F1 engine design team leader believes and says.
Rear lights flashing when rain is not involved indicates that ‘K’ have stopped deploying. And when ‘k’ stops deploying it doesn’t mean it is harvesting that is unless the driver activates the brake pedal.
During lift and coast brake pedal is not activated so engine braking does not include ‘K’ retardation.
I believe in his interview he explained he doesn't know all about the ERS side of things.
Why do you think that recovery is activated by the brake pedal?saviour stivala wrote: ↑Sun Nov 20, 2022 11:11 amYes. The ‘K’ ‘HARVESTING’ under braking is the same mechanism when lift-and-coasting, essentially engine braking, But apart from the engine braking, which means the engine is as explained elsewhere, is driving the ‘K’, it is during lift and coast driving the ‘K’ free of any ‘IN’ or ‘OUT’ load as both the throttle which activates deploying and the brake pedal, which activates harvesting are not activated – being used.