Modular Hybrid Powertrain with Jet Ignition
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INCREASING LEGISLATIVE PRESSURE
Modular Hybrid Powertrain with Jet Ignition Mahle Powertrain has developed a hybrid drive for future global automotive markets, scalable across a wide range of vehicles, and intended to meet emissions and CO2 targets for 2030 and beyond. The Mahle Modular Hybrid Powertrain is based around a high-voltage PHEV architecture, with a dedicated hybrid internal combustion engine, featuring Mahle’s jet ignition system, integrated with a dual-mode hybrid electric drive.
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Vehicle manufacturers are facing increasing pressure by legislation and economics to reduce vehicle CO2 emissions. Electric Vehicles (EVs) do not generate local pollutants during use and can potentially rely on energy provided by a selection of renewable sources, and are therefore drawing significant interest. However, limitations of battery technology concerning size, weight and cost constrain the overall range of such a vehicle. Plug-in Hybrid Electric Vehicles (PHEVs) partly overcome the limitations of EVs by retaining an Internal Combustion Engine (ICE). The engine can directly provide drive power when the battery is depleted. Furthermore, once the vehicle has significant electric drive capability, it is possible to remove dynamic loading from the ICE to allow it to operate less transiently, simply maintaining the battery’s State of Charge (SoC).
Gasoline engine downsizing is also a technology that can help to reduce CO2 emissions. Mahle Powertrain has developed a heavily downsized, turbocharged in-line three-cylinder demon strator engine with direct gasoline injection and 1.2 l displacement (Mahle Di3) [1, 2]. The Di3 engine achieves a peak Brake Mean Effective Pressure (BMEP) of 30 bar, and a peak power output of 120 kW (100 kW/l). It has been developed for industrialization, with two capacities of 1.2 and 1.5 l, with maximum commonality and benefiting from an advanced combustion system,
A U T H O RS
Dr. Michael Bassett is Head of Research and Advanced Engineering at Mahle Powertrain Limited in Northampton (UK).
Ian Reynolds is Senior Principal Engineer Design at Mahle Powertrain Limited in Northampton (UK).
Adrian Cooper is Head of New Technology and Data Management (Research & Advanced Engineering) at Mahle Powertrain Limited in Northampton (UK).
Simon Reader is Director of Engineering Services at Mahle Powertrain in Northampton (UK). MTZ worldwide 11|2020
combined with a low-friction base engine design and optimized thermal management, enabling a minimum Brake Specific Fuel Consumption (BSFC) of 233 g/kWh [3]. For over ten years, Mahle Powertrain has also been developing active and passive versions of the Mahle Jet Ignition (MJI) pre-chamber based combustion system that markedly increa ses combustion speed, giving improved dilution tolerance [4]. The active system contains both a spark plug and a Direct Injection (DI) fuel injector within the pre-chamber, whereas the passive system is fueled indirectly by drawing charge from the main chamber during the compression stroke. In this study the
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