Energy Flow

How does energy flow within the power unit? Depending on what the F1 machine is doing on the track, energy is recovered, or is used to assist the engine.
*All energy flows through the ECU, but is not depicted for simplicity.

Suzuka Circuit
1.Braking
2-1.Accelerating out of Corners
2-2.Solving Turbo Lag
3.Full-acceleration

Suzuka Circuit

Braking

The energy flow is similar to a conventional hybrid car: The MGU-K recovers (or generates electricity from) part of the kinetic energy lost when the F1 machine is braking, and stores the electricity in the battery. The MGU-K’s maximum output is 120kW and the amount of energy allowed to be stored is 2MJ per lap, so the F1 machine needs to brake for around 16.7 seconds per lap to reach this maximum charge.

Braking

* This diagram does not represent Honda’s actual power unit.

Accelerating out of Corners (with MGU-K Power-assistance)

The F1 machine can accelerate faster out of corners by adding the output of the MGU-K to the engine’s output.

Accelerating out of Corners (with MGU-K Power-assistance)

* This diagram does not represent Honda’s actual power unit.

Accelerating out of Corners (Solving Turbo Lag)

With turbocharged cars, when depressing the accelerator pedal after deceleration, the flow of exhaust gas increases, delaying the turbine to perform and hence the accelation requires additional time. This small time-lag is called “Turbo Lag.” The MGU-H solves this problem by using a motor to power the compressor, without needing the turbine to wait for the exhaust gas.

Accelerating out of Corners (Solving Turbo Lag)

* This diagram does not represent Honda’s actual power unit.

Full-acceleration (with MGU-K and MGU-H Power-assistance)

The turbocharger uses its compressor to send compressed air into the engine. Under full-acceleration, the exhaust energy fed to the turbine can increase to a point where it exceeds the amount of air the compressor can handle to feed the engine.

The MGU-H converts the excess exhaust energy into electricity, which it then sends to the MGU-K. There are no rules on how much electricity the MGU-H is allowed to generate, so the MGU-K’s output can be added to the engine’s output without worrying about the rules on the amount of electricity that the battery can charge or discharge. Unused exhaust energy can be efficiently used to accelerate faster.

Under full-acceleration out of corners, the battery can also send electricity to the MGU-K. This way, full-acceleration can be achieved at the maximum output allowed for the MGU-K, at 120kW.

Full-acceleration (with MGU-K and MGU-H Power-assistance)

* This diagram does not represent Honda’s actual power unit.

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