[RM Motorsports]

The latest Formula 1 innovation set to break out from the sport and hit the road is the MGU-H, one of F1’s most complex devices. Mercedes will – for the first time – adapt the technology for use in their Mercedes-AMG supercars for a future production model.

Mercedes are no strangers to putting F1 tech to use in their road cars, with the Project One hypercar to use a power unit derived from their 1.6-litre engine that has dominated the turbo-hybrid era of F1.

The MGU-H – Motor Generator Unit-Heat – is a device that can recover or store energy from, or to, the turbocharger in an F1 car. It uses the gases that spin the turbocharger’s turbine to produce electricity.

It was first developed for the current generation of 1.6 litre V6 power units brought into F1 in 2014 – and that same technology will soon find its way onto the road in Mercedes-AMG models, in the form of an innovation called the “electric exhaust gas turbocharger”, developed in conjunction with turbo manufacturer Garrett Motion.

The highlight of the new electric exhaust gas turbocharger is a slim electric motor integrated onto the charger shaft, between the turbine wheel on the exhaust side and the compressor wheel on the fresh air side.

The electronically-controlled electric motor drives the compressor wheel before it accepts the exhaust gas flow. The electrification of the turbocharger significantly improves immediate response from idle speed and across the entire engine speed range, while also eliminating turbo lag.

https://www.mercedesamgf1.com/en/new...ar-technology/

https://www.formula1.com/en/latest/a...3xZsWQjwH.html

[ds.raikkonen]

Mercedes and Garrett have broken the classic myth that F1 technology rarely translates to road cars these days by developing a toned down version of the MGU-H turbo unit.

As the name suggests, the e-turbo will charge a battery at higher speeds when the turbines have spooled to their limits (peak 170,000 rpm in road cars as compared to 120,000 rpm capped in F1 engines). At slower speeds or while accelerating hard, the turbine can be spooled up through electrical energy stored in the battery.

Electrifying a turbocharger removes the constraint of needing a small turbine with excellent efficiency to drive the compressor at low flow rates.

Impressively, Mercedes and Garret have been able to create a motor which is just 4cm deep, allowing it to be sandwiched between the turbo’s compressor and turbine sections, keeping the overall package compact.

Source:
https://www.garrettmotion.com/electr...rrett-e-turbo/
https://www.enginetechnologyinternat...m_medium=email

[wheelguy]

The future of Mercedes-AMG is turning electric and as part of this combines high efficiency with additional driving dynamics. To implement this combination to optimum effect, the developers in Affalterbach are working intensively on innovative technologies which will take performance to a new level. The next vehicle generation will see the deployment of the electric exhaust gas turbocharger.

Mercedes-AMG is pressing ahead with electrification through innovative developments and as part of this is also benefiting from motorsport know-how. The latest achievement which is already in the final stages of development is the electric exhaust gas turbocharger, which in future will be used for the first time in a series production model from Affalterbach. Developed in partnership with Garrett Motion, this technology comes straight from Formula 1 and resolves the conflicting goals between a small, fast-reacting turbocharger which achieves relatively low peak performance and a large turbocharger with a high peak performance but which on the other hand can suffer from turbo lag.

Exhaust gas turbocharger with integrated electric motor: agility redefined

The highlight of this innovative turbocharging system is a slim electric motor, measuring about 4 centimeters, which is integrated directly on the charger shaft between the turbine wheel on the exhaust side and the compressor wheel on the fresh air side. This electronically controlled electric motor drives the compressor wheel before this accepts the exhaust gas flow. The electrification of the turbocharger significantly improves immediate response from idle speed and across the entire engine speed range. The so-called turbo lag – the delayed response of a conventional turbocharger – is eliminated by the electric motor. The result is that the combustion engine responds even more spontaneously to accelerator pedal input, and the entire driving feel is significantly more dynamic and agile. In addition, electrification of the turbocharger enables higher torque at low engine speeds, which also enhances agility and optimizes acceleration capability from a standstill. Even when the driver takes their foot off the accelerator or applies the brakes, the technology of the electric turbocharger is able to maintain the boost pressure at all times, so that a continuous direct response is guaranteed.

The turbocharger achieves speeds of up to 170,000 rpm, which enables a very high rate of air flow. It can be operated via a 48-volt on-board electrical system. The turbocharger, electric motor and power electronics are connected to the combustion engine's cooling circuit to create an optimum temperature environment at all times.

"We have clearly defined our goals for an electrified future. In order to reach them, we are relying on discrete and highly innovative components as well as assemblies. With this move we are strategically supplementing our modular technology and tailoring it to our performance requirements. In a first step this includes the electrified turbocharger - an example of the transfer of Formula 1 technology to the road, something with which we will take turbocharged combustion engines to a previously unattainable level of agility", explains Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH.

Source: Daimler Press Release