MGU-H
No, this is not just about Formula 1 or racing in general, because the Motor Generator Unit Heat is also interesting for normal driving. In addition, their future in Formula 1 is probably
more than uncertain with the new FIA rules. In general, it could be described as an electric motor between the exhaust gas turbine and the compressor when charging the 1.6L V6.
It has an enormous performance with e.g. 90 kW (122 hp) in the AMG Project One. This because it is supposed
to drive the turbocharger so hard when acceleration is required at relatively low rotational speed of the turbocharger. A turbo lag is virtually unperceivable.
On the other hand, there are operating areas in which one would like to tap something of the turbine speed without negative influence on the driving pleasure. This form of recuperation is particularly efficient because
such operating conditions outside the cities probably occur rather than the possible brake recuperation.
Entry into the series faces enormous difficulties. Space requirements and the heat might be manageable, but a turbocharger runs with enormous speed, what the electric motor with seals and bearings does not
seem to cope with. This is probably the reason for the removal from the FIA rules.
Although it is possible to realize more space and greater distances in today's Formula One than in tight, modern engine compartments, the rate of defects is extremely high. In contrast to Mercedes, the MGU-H at
Renault / Infiniti (picture above) on the compressor side is realized by lengthening of the turbine shaft. But the high speed is a problem of both constructions.
Distinguish the MGU-H significantly from the already on the market existing electric compressor/turbocharger (e-booster), in which the electric motor replaces the exhaust turbine. This is used in addition with quite a
lot of effort. A real MGU-H, however, would replace the normal turbocharger and possibly even two/three in series.
Earlier technical literature actually rates the turbocharger as a second engine. This is of course true with a MGU-H, the vehicle mutates to a hybrid. In Formula 1, it allegedly creates the fabulous value of up to 5 bar
boost pressure. In Diesel engines, less than 4 would be enough to realize 200 bar combustion pressure together with the high-pressure injection, less heat dissipationand piston clearance by steel pistons and thus
a further increase in efficiency. 11/17
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