劳森墨西哥站排位赛面临取消资格风险
李安·劳森在墨西哥站的F1赛事中，因技术违规被召唤至 stewards，其前十的起跑位置受到威胁。劳森在墨西哥城排位赛中第八快，但由于周五练习中与维斯塔潘的无谓碰撞而获得一个位置的网格处罚，最多只能从第九位起跑。劳森在Q2最后一圈结束后因违反复杂的MGU-K动力部署规则而被报告，可能导致他无法接近积分区起跑。
李安·劳森在F1墨西哥站的比赛中，因技术违规被召唤至 stewards。
劳森在墨西哥城排位赛中第八快，但由于周五练习中与维斯塔潘的无谓碰撞而获得一个位置的网格处罚，最多只能从第九位起跑。
然而，劳森在Q2最后一圈结束后因违反复杂的MGU-K动力部署规则而被报告，可能导致他无法接近积分区起跑。
技术违规通常是非黑即白的事情，会导致取消资格。
罕见的违规指控是，根据国际汽联F1技术代表鲍尔的说法，“车手对最大动力的需求以及[MGU-K]的直流电功率的降低速度超过了允许的范围。”
本质上，当Q2圈结束的时候，劳森的赛车失去了所有的电力部署，变得过于突然。
电池供电的MGU-K在发动机之上增加了350kW，但当这种提升必须结束时，规则不允许它一次性关闭。
它必须逐渐减弱，每秒不超过50kW或100kW，具体取决于赛道。完全切断需要几秒钟。
“车手最大动力需求”是指汽车在全油门时提供给驾驶员的总功率，“MGU-K的直流电功率”则是实际从电池电机中获得的功率。
两者都需要逐渐降低，但代表团的报告称它们的下降速度超过了允许的范围。
这可能涉及到梅赛德斯和小红牛车队引擎供应商红牛福特动力系统今年在某些时刻使用的一种技巧。
他们找到了一种方法，通过利用一种允许MGU-K瞬间降至0kW的安全模式来绕过分阶段降低功率的过程。
它被设计用于紧急情况，但从未被如此规定，付出的代价是车队随后‘被锁定’一分钟内无法使用MGU-K。
为了触发这个机制，车手们在终点线前急剧加速。
然而，这被认为可能不安全，因为它可能导致车辆减速，有时甚至在赛道上完全停止，如果MGU-K的损失与涡轮增压压力过低和发动机动力基本完全丧失同时发生。
后来发现了一种解决方案。如果驾驶员的需求是负的，内燃机动力是负的，并且需要进一步减少ERS-K动力以实现驾驶员需求，那么每秒50kW的常规下降可以避免。
如果车手能在比赛圈结束前稍微松一下油门，这可能会是一个值得的权衡，因为从最后一个弯道到计时线的距离相对较短。
这可能解释了为什么劳森的队友阿维德·林德布拉德在排位赛中在圈结束前刚刚松油门 - 但劳森自己在那个圈中一直全速前进，因此车手功率需求不会是负值。
如果随后立即切断MGU-K的动力，这可能解释了FIA提出的违规情况。
英文原文
Liam Lawson’s top-10 start in Formula 1’s Mexico race is in jeopardy after he and his Racing Bulls team were summoned to the stewards for a technical infringement.
Lawson qualified eighth-fastest in Mexico City though would start ninth at best due to a one-place grid penalty picked up for his needless clash with Max Verstappen in Friday practice - which he has apologised to Verstappen for.
However, Lawson may not start near the points at all after being reported for a breach of F1’s complex MGU-K power deployment rules just after finishing his final lap in Q2.
Technical breaches are usually a black-and-white matter that result in disqualification.
The rare alleged breach is that “the driver maximum power demand and the electrical DC power of the [MGU-K] were reduced at greater rates than what is permitted”, according to FIA F1 technical delegate Jo Bauer.
Essentially, when the Q2 lap ended, Lawson’s car lost all electric power deployment too suddenly.
The battery-powered MGU-K adds up to 350kW on top of the engine but when that boost has to end the rules don’t let it switch off in one go.
It has to fade out gradually, by no more than 50kW or 100kW each second depending on the track. A full cut takes several seconds.
The “driver maximum power demand” is the total power the car makes available to the driver at full throttle while the “electrical DC power of the MGU-K” is what is actually coming from the battery motor.
Both have to come down gradually but the delegate’s report says they dropped faster than allowed.
This could relate to a trick that has been deployed by Mercedes and Racing Bulls’ engine supplier Red Bull Ford Powertrains at points this year.
They found a way to bypass the staged rampdown by utilising a failsafe mode that allows for the MGU-K to be cut to 0kW instantly.
It is designed to be used in emergency situations but was never regulated as such, and the price paid is that the team is then ‘locked out’ of using the MGU-K for a full minute thereafter.
In order to trigger this mechanism, drivers were lifting sharply just before the finish line.
This was considered potentially unsafe, though, as it led to cars slowing and sometimes stopping completely on-track if the loss of the MGU-K coincided with turbo boost pressure dropping too low and engine power basically being lost completely.
A subsequent workaround was discovered. The regular 50kW drop every one second can be avoided if the driver power demand is negative and the ICE power is negative and the ERS-K power needs to be reduced further to achieve the driver demand.
The former can be achieved if drivers could lift off the throttle just before the end of the lap, which can be a worthwhile trade-off where there is a relatively short run from the final corner to the timing line.
This may explain why Lawson’s team-mate Arvid Lindblad was lifting just before the end of his laps in qualifying - but Lawson himself stayed flat out on the lap in question, and so the driver power demand would not have been negative.
If this was followed by the MGU-K power being cut instantly, it may explain the breach flagged by the FIA.
The Race ·
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