ERS management

"On the other hand the SF15-T has the new power unit with a very complex ERS system. The system includes an MGU-K with specific charge and deploy energy values, various profiles of energy deployment, different levels of energy charging, active rear braking pressure, MGU-H for energy harvesting from the Turbo that can be directed to the batteries or to the MGU-K, and different ICE engine braking levels. It has been a very intense period of research and implementation but everything has been coded and simulated in Assetto Corsa and it is available through keys and driving buttons for all Assetto Corsa users to configure!"

Some additional information I would like to know:-

- Could you please provide more information regarding each deployment mode?
- What is the difference between battery and engine mode?
- Do higher values set for harvesting or engine braking modes (unlike TC & ABS) actually mean more?
- What affect on the car/driveability does more MGU-K recovery have?

One last thing. Will we ever move towards ERS, TC, ABS values being stored in the car setup?

 

Aris has said that he will write up better documentation and/or make a video in the coming days.

 

Great I think it would help allot of people that are new to this technology.

 

Stefano also explained most of it in his latest stream; buried in one of these threads is a time stamp but simply fast forward through it until he starts to drive the SF15T

 

i haven't seen it. good to know though. i don't do fb & twitter and all that stuff so an official doco for all to see would be ace..

 

Damn forum won't accept youtube with timestamps

Skip to: 58m45s

 

We need an inch thick manual for this spacecraft lol

 

if you want to squeeze all you can out of it, yeah. but for novices who just want to enjoy it a basic primer should be plenty. the terms just aren't clear by themselves.

as far as i can tell, maximum power settings, which is all im looking for for now:

mgu-h: motor
hotlap preset
engine brake setting LOWEST (1 being lowest) [this uses more fuel; is unrelated to the harvested energy]

unrelated to power, but for more stability under braking, set mgu-k recovery as low as possible. this should allow you to use more rearward brake bias, which reduces breaking distances.

so thats a hotlap/qualy setup, in terms of power management + the in-car settings available.

race management is a whole nother ballgame & im sure aris will have a lot more details there.

 

Haven't spent a lot of time with this just yet, but looking forward to delving deep into the ERS management. Looking forward to a helpful conversation here about tips+tricks with this complex system.

One thing I did note was the Balanced High and Low deployment seemed a tad too far apart; Low wasn't using enough energy, high a bit too much! Though This will no doubt be fine tuned with the Recovery settings.

And whats the use for the overtake setting? Surely you'd just use the OT button, or if you wanted it for a bit longer the Hotlap mode would suffice? Only asking since its a bit difficult changing between modes, the less there is to choose from the better

 

Overtake button is the "all in" mode for short bursts of full power. Combined with DRS it's explosive if you are in a balanced race mode.

 

Kind of makes the Overtake deployment mode obsolete, no?

Personally I'd like to get rid of the overtake mode and topspeed mode too, using with the Balanced ones and of course Hotlap/Charging in qualifying.

 

Just tried Monza in Hotlap mode, but I'm running out of allowed electric power (time) about 100-200m before braking for parabolica or just a bit after it, although battery has plenty of charge in it.

Anyone have any tipps on how to spread the use better over the lap?
Switching to balanced high after second chicane had almost no effect.

(Beside that issue, my lap times are crap, don't know how Vettel went 1.24,8 there while I'm running 1.29's)

 

How are you guys managing to mess with all this while driving?

 

I use antimicro (Github releases click here) to re-assign the D-Pad of my G25, so I can use D-Pad for MGU-K delivery +/- and recovery +/-. Engine brake +/- and MGU-H mode are on my keyboard still. First time I really miss more buttons on my G25.

The D-Pad is reached pretty fast and easy, MGU-H mode is not switched often (at least I don't) just go to "motor" for hotlapping or "battery" for long-runs. Engine Brake I adjust a bit more, but not that I would replace other G25 buttons for it just for SF15T sake.

Engine brake is basicly the compromise between fuel saving and stability under braking.
If you just want a stable car and don't care about fuel consumption, than just turn it down. If you want to simulate a realistic fuel use for a race distance (43-44l/100km) than turn it up and try to find a setting that is stable enough for you.
Although MGU-K recovery, engine brake and brake bias have effects on stability of the rear under braking and a high MGU-K recovery (80%+ for me) also off-throttle after braking and can cause instability or spinning on turn-in or mid-corner.

 

Was able to bind everything to my T500RS, I just leave ABS and TC tweaking to keyboard, since I never use them much anyway. D-Pad is usable with 3rd party software like Pinnacle Game Profiler or Joy2Key.

Managing it on the other hand... I'll wait for Aris's post about it.

 

Pretty sure it's going to help out a lot those of us too who are more familiar with the tech.

 

For a better "custom" spread on tracks that run out of allocation in hotlap mode you can run a lower delivery mode and use the kers button manually to reach full use.

 

Very true. I get the tech from watching F1 however now that its in my hands i am not 100% sure. I must say i am a little confused regarding the engine braking comments above.. taking my knowledge over from my rF2 days i would have thought more engine braking (higher number) would increase breaking stability whilst using up more fuel... Am i lost in my thinking here...?

 

What is happening when you set the engine braking lower is that the car keeps burning some fuel with the throttle closed. Keeps some airflow going under the rear wing, giving a bit extra DF. Less engine braking also means the braking/coast balance will have moved forward so more stable but you can also compensate that by setting the MGU-K recovery a bit higher, giving you more electrical power for the straights, but bringing the brake/coast balance back towards the rear maybe giving instability.

 

Watch the previous posted video from Stefano, he talks about engine brake at 1:05:45.
Phil basicly just wrote what was said by Stefano.