from formula1.com ...
schematics of both mercedes and renault PUs have been revealed and a comparison between them has been made.
1. Mercedes have separated the hot side of the turbo (in red) from the cold side (in blue) and have the MGU-H mounted in the 'V' of the engine between the two parts of the turbo.
2.The heat transfer between the two parts of the turbo is minimised, so less cooling is required to keep the charge air temperature down (or if the same cooling capacity is used, the charge air temperature will be lower, giving more power to the rear wheels).
3. having the MGU-H mounted between the two sides of the turbo could allow Mercedes to have either or both sides working through one-way clutches, making the complete unit more efficient.
4. Basically the exhaust gases coming out of the engine on the hot side of the turbo only ever have to drive the cold side of the turbo and/or the MGU-H, creating electrical power from this component and feeding it directly to the MGU-K.
5. The MGU-H only ever has to drive the cold side of the turbo, increasing the charge air pressure, thus reducing turbo lag and increasing power.
6. The potential advantages of the Mercedes concept could be significant over the course of the season, especially as retro fitting a similar solution will be very difficult for the other power unit manufacturers.
7. personal note: the way mercedes engine packs it's exhaust manifold means the MGU-K is less affected by the heat of the exhaust pipes. this can be significant in the performance of the MGU-K motor unit.
1.Renault have the hot side of the turbo (shown in red) bolted directly to the cold side (in blue).
2.There is heat insulation between them, but there will inevitably still be a lot of heat transfer between the two parts, meaning that a larger intercooler and more airflow will have to be used to reduce the charge air temperature.
3.Mounted to the cold side of the turbo is the MGU-H, which will drive or be driven by the turbo through a central shaft. With this packaging both turbo elements will be driven simultaneously (whereas Mercedes' solution offers the possibility of driving the two elements independently).
4.Mounted to the cold side of the turbo is the MGU-H, which will drive or be driven by the turbo through a central shaft. With this packaging both turbo elements will be driven simultaneously (whereas Mercedes' solution offers the possibility of driving the two elements independently).
5. Personal note: both Ferrari and Renault have extended exhaust manifold that curves around the MGU-K unit. this configuration usually provides good exhaust pressure for the turbo , but is bulky and less packaging efficient.
V6 Ferrari 059/3 sketch, courtesy of Paolo Filisetti (for larger image, click here)
1. Exhaust manifold doesn't go downward like Mercedes or Renault, but instead goes upward.
2. MGU-H is placed under the Turbine
3. Emphasis on the compactness of the overall PU.
4. Use of air-liquid-air heat exchanger to minimize heat radiator size.
the Ferrari PU hasn't been published yet, will be updated if images become available.
also, the installation of Mecedes PU in the mercedes W05
read more at http://www.formula1....014/0/1173.html
and finally a flow diagram of the powerflow (hypothetical) in 2014 PUs (courtesy of f1technical)
Edited by eronrules, 20 April 2014 - 16:20.