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Peugeot uncovers LMH Powertrain details

Peugeot has uncovered the key technical subtleties of its being developed Le Mans Hypercar for the company’s return to sports car racing in the FIA World Endurance Championship.

The vehicle, which is because of debut during the 2022 WEC season, will be fueled by a 2.6-liter twin-super V6 petroleum motor joined with a front-mounted 200 kW electric engine.

The ‘HYBRID4’ framework has been mutually evolved by Peugeot Sport, its fundamental LMH program specialized accomplice TOTAL, and Saft which is giving the 900-volt battery.

Subsequent to using V12 and V8 motors for its past games model – the non-crossover 908 LMP1 line – Peugeot has presented a more modest V6 for its entrance into the new Hypercar class.

The manufacturer says the rear-positioned internal combustion motor powering the rear wheels has a most extreme yield of 500 kW (670 hp) and a load of 165 kg.

The motor will be connected to a seven-speed successive gearbox with shifts constrained by electronically-connected oars on the steeringwheel.

“The architecture of the Peugeot HYBRID4 500 kW powertrain is the result of a highly detailed brief shaped by the new WEC regulations,” said Peugeot Sport’s WEC program powertrain chief Francois Coudrain.

“We initially considered a single turbo, but that would have prevented us from achieving our engine’s center of gravity target.

“A twin-turbo V6 block offers the best trade-off between technology, weight, packaging of the engine’s ancillaries, reliability and performance.”

Peugeot says that the LMH vehicle’s 200 kW electric engine benefits “from the team’s experience of developing electric motors and management systems for production cars.”

Its 200 kW yield is the greatest permitted under the LMH technical regulations.

The guidelines express that electric engines must be actuated once the vehicle has arrived at 120 km/h on smooth tires and at a point somewhere in the range of 140 and 160 km/h on wet climate tires, or when going at under 120 km/h if the vehicle is in transit to the pits.

“The motor generator unit [MGU] will be equipped with a lightweight, high-efficiency single-speed transmission and a latest-generation inverter to transfer battery power to the motor,” said Coudrain.

“It will have the capacity to use all the energy available in the battery instantly thanks to the powertrain’s energy management system strategies.

“PSA Motorsport’s experience of the WRC and Formula E will contribute to the development of the software employed to manage the computer and energy systems [braking energy recovery, power under acceleration, anti-lag system, reduced fuel-consumption].”

The hybrid system is finished by a 900-volt battery created by TOTAL auxiliary Saft Groupe S.A.

Peugeot says the battery, which is to be charged pre-race by a mains-associated plug-in prior to utilizing regenerative slowing down during use, will be situated in a carbon packaging arranged behind the driver and under the fuel tank inside the monocoque.

While created by Saft, the battery will be delivered at another workshop situated in Peugeot Sport’s Versailles-Satory office in France.

Peugeot’s V6 motor will represent the MGU’s initiation by changing its yield so the vehicle doesn’t surpass the LMH class’ 500 kW power limit while running at full movement.

In the wake of being covered at 300 kW (403 hp) during MGU activity, the motor is intended to dominate and return to its bigger 500 kW yield when the battery is not, at this point charged.

The vehicle will run with four-wheel-drive when the electric engine powering the front wheels is being used and switch back to back tire drive when electric force is deactivated.

An system of sensors will be utilized to screen and send power levels at the wheels to guarantee the vehicle’s yield conforms to the WEC’s Balance of Performance measures.

“The main parameter will be to optimize how the energy stored in the battery is used,” said Saft chief technology officer Kamen Nechev.

“To achieve this, you need an extremely short charge-time combined with high-capacity storage cells to form a package that enables maximum power to be delivered as rapidly as possible.

“The most competitive solution resides in the management of charge optimization and the amount of power available in real-time.”

Peugeot expects the powertrain system to go through benchmark testing in mid 2021, in front of the vehicle’s track debut toward the year’s end.

Toyota, which is entering the Hypercar class with a LMH vehicle toward the beginning of the 2021 season, presently can’t seem to declare its crossover powertrain subtleties yet has begun testing.

The Japanese producer is uncovering its replacement to the 24 Hours of Le Mans-winning TS050 Hybrid LMP1 vehicle on Jan. 11.

Disclaimer: The views, suggestions, and opinions expressed here are the sole responsibility of the experts. No Bulletin Track journalist was involved in the writing and production of this article.