A Car Using More than One Energy Source to Drive the Drive Wheels Essay Example

Typically, these systems consist of a heat engine (usually diesel) that drives either an electric generator or hydraulic pump. The generated power then drives one or more electric or hydraulic motors.

Administering power through wires or pipes has advantages over using mechanical elements, especially when there is a need for multiple drives such as goaded wheels or propellers. However, there is power loss during the conversion process from diesel fuel to electricity and then to power an electric or hydraulic motor.

When it comes to large vehicles, the benefits often outweigh the drawbacks, especially since the losses during transition usually decrease as the size increases. However, except for non-nuclear submarines, most heavy vehicles currently have either no or relatively limited secondary energy storage capacity, such as backup batteries and hydraulic accumulators. It should be noted that this situation is gradually changing.

Submarines have long been a popular use case for hybrid technology. They use Diesel engines while on the surface and switch to battery power when submerged. During the Second World War, both series-hybrid and parallel hybrid drivetrains were employed. In the field of rail transportation, a high-capacity railway car called the Autorail a grande capacite (AGC) was developed by Canadian company Bombardier for service in France.

The engine in question has the ability to function with both Diesel and electric motors, as well as having two different levels of electromotive force (1500 and 25000 V). Because of this, it is suitable for use on various rail systems. The engine has recently undergone testing in Rotterdam, Netherlands with Railfeeding, a company owned by Genesse and Wyoming. The initial design and construction of the First Hybrid Evaluating paradigm engine was

carried out by MATRAI, a rail research centre, in 1999. By 2000, the engine was modified from a G12 engine to a hybrid using a 200KW Diesel generator and batteries. As part of the modification, four out of the original DC grip motors were replaced by four AC grip motors, in accordance with Japanese standards.

The initial operational model of a hybrid train engine with significant energy storage and regeneration capability was first introduced in Japan as the KiHa E200. This model utilizes Li ion battery packs mounted on the roof to store and retain recovered energy. In North America, specifically in the U.S., General Electric introduced their version of this technology known as "Ecomagination" in 2007. They store energy in a large set of Na Ni chloride (Na-NiCl2) batteries to capture and store energy that is typically lost during dynamic braking or coasting downhill.

They are expecting a minimum of a 10% reduction in fuel usage with this system and are currently investing approximately $2 billion per year in hybrid research. The Green Goat (GG) and Green Kid (GK) switching/yard engines, manufactured by Railpower Technologies in Canada, are examples of the typical Diesel electric locomotives. These engines employ a large set of heavy duty long-lasting (~10 years) rechargeable lead acid (Pba) batteries and electric motors ranging from 1000 to 2000 HP as the main power source, while using a new clean burning Diesel generator (~160 HP) to recharge the batteries as needed. Unlike traditional engines, these engines do not waste power or fuel during idle times, which typically accounts for 60-85% of the engine's operating time. It is unclear whether the engines are capable of capturing

and reusing regenerative power from the dynamic braking system, but theoretically it should be easily implemented. Additionally, since these engines require additional weight for traction purposes, the weight of the battery pack is considered negligible.

The Diesel generator and battery package is typically installed on an existing "retired" "yard" locomotive's frame to save substantial costs. The existing motors and running gear are all rebuilt and reused. Compared to a "typical" older switching/yard engine, the "Green Goat" engines claim fuel savings of 40-60% and pollution reductions of up to 80%. These engines offer the same advantages as hybrid cars in terms of frequent starts and stops and idle periods. Canadian Pacific Railway has acquired these "Green Goat" engines.

BNSF Railway, Kansas City Southern Railway, and Union Pacific Railroad, among others, are collaborating with Railpower Technologies engineers at TSI Terminal Systems to develop a hybrid Diesel-electric power unit with battery storage for Rubber Tyred Gantry (RTG) Cranes.

RTG Cranes are commonly utilized in ports and container storage areas for loading and unloading containers onto trains or trucks. When the containers are lowered, a portion of the energy used to lift them can be recovered. Railpower engineers project that diesel fuel consumption and emissions will decrease by 50-70%. The first operational systems are anticipated to be available by 2007.

Hybrid systems are being researched for implementation in trucks and other large road vehicles. Certain operational trucks and coaches have already adopted these systems. The primary challenges involve the limited number of vehicles equipped with hybrid systems and the additional expenses incurred, which have yet to be balanced out by fuel savings. Nevertheless, as oil prices are anticipated to continue increasing, it is

possible that the turning point will be achieved by the conclusion of 2015. Technological progress and reductions in battery costs have led to enhanced capacity.

Hybrid technology is being incorporated into trucks, with Toyota, Ford, and GM among the companies introducing hybrid pickups and SUVs. Kenworth Truck Company has also recently released the Kenworth T270 Class 6, a hybrid-electric truck suitable for city use. FedEx and other companies are starting to invest in hybrid delivery vehicles, particularly in urban areas where immediate benefits of hybrid technology can be observed. Moreover, military off-road vehicles have been utilizing hybrid technology since 1985.

Consecutive intercrossed Humvees have been proven by the U.S. military and have shown improvements in several areas. These improvements include faster acceleration, a stealth mode with low thermal signature and near silent operation, as well as greater fuel efficiency.

Ships that have both mast-mounted canvass and steam engines were an early indicator of hybrid vehicles. Another example is the diesel-electric pigboat. This pigboat operates on batteries while underwater, and the batteries can be recharged by the Diesel engine when the vessel is on the surface. More recent hybrid ship propulsion techniques include large towing kites made by companies like SkySails. These towing kites can fly at heights several times higher than the tallest ship masts.

Boeing 737NGs will soon begin using WheelTug land propulsion systems, which capture more powerful and stable air currents. This technology allows the aircraft to utilize hybrid electric thrusts for taxiing and other land operations. By powering a Chorus electric motor in the landing gear with the APU, which is powered by a turbine, the aircraft will operate in a hybrid configuration, where the main

engines are only used for takeoff and landing.

The Boeing 737–800 Fuel Cell Demonstrator Airplane is equipped with a Proton Exchange Membrane ( PEM ) fuel cell/lithium-ion battery hybrid system to generate power for an electric motor and conventional propeller. The fuel cell is responsible for providing power during the sailing phase of the flight.

For the takeoff and ascent phases of the flight, the system utilizes lightweight lithium-ion batteries as its primary power source. The aircraft being used for demonstration is a Dimona motor sailplane manufactured by Diamond Aircraft Industries in Austria.

Structural alterations were made to the aircraft, resulting in a flying span of 16.3 metres (53.5 feet). It will have the capability to cruise at approximately 100 kilometres per hour (62 miles per hour) by utilizing power from the fuel cell. Furthermore, Hybrid FanWings have been developed.

A FanWing is an aircraft that can land like a helicopter and utilize autorotation for power, equipped with two engines. Hybrid vehicles, including the Hybrid New Flyer Metrobus and Hybrid Optare Solo, are instances of vehicles that blend electric and petroleum power. When mentioning hybrid vehicles, the phrase "hybrid vehicle" generally denotes a vehicle similar to the Saturn Vue that incorporates both hybrid and electric technologies.

Toyota Prius, Toyota Camry Hybrid, Ford Escape Hybrid, and Toyota Highlander Hybrid are all models of hybrid vehicles.

There are various examples of petroleum-electric hybrid vehicles, including the Honda Insight, Honda Civic Hybrid, and Lexus RX 400h and 450h. These cars utilize a combination of internal combustion engines (typically running on gasoline or diesel) and electric batteries to generate power. Multiple types of petroleum-electric hybrid drivetrains are currently accessible.

From Full loanblend to Mild loanblend, there

are various loanblend car options that come with their own set of advantages and disadvantages. In 1899, Henri Pieper introduced the first petro-electric loanblend car worldwide, which was later followed by further developments in 1900.

Ferdinand Porsche designed a series-hybrid using two motor-in-wheel-hub setups with a combustion generator providing the electric power, achieving two speed records. Although liquid fuel/electric hybrids date back to the late 19th century, the braking regenerative hybrid was invented by David Arthurs, an electrical engineer from Springdale.

Arkansas in 1978–79 saw the creation of a home-converted Opel GT. This modified car was rumored to achieve an impressive 75MPG. The plans for this original design are still available for purchase, as well as the "Mother Earth News" adapted version on their website. The popularity of plug-in electric vehicles (PEV) continues to rise.

It has the necessary scope for areas with wide coverage but no services. The batteries can be connected to household electricity for recharging, as well as being charged while the engine is running. This continuously recharged electric vehicle (COREV) requires appropriate infrastructure.

BEVs, also known as battery-electric vehicles, have the capability to be recharged while the user is driving. This is achieved when the BEV makes contact with an electrified rail, home base, or overhead wires through a conducting wheel or similar mechanism (known as Conduit current aggregation). By using this process, the BEV's batteries are recharged while on the highway and can therefore continue to be used on other roads until the battery is depleted. It's worth noting that certain battery-electric engines utilized in care trains on the London Underground can operate in this manner as well.

Power is sourced from the electrified tracks

whenever available, switching to battery power when the electricity supply is disconnected. This offers the advantage of almost unlimited range on main roads, as long as you have access to BEV infrastructure. Given that many destinations are within 100 kilometers of a major main road, this brings significant benefits.

This could potentially reduce the need for costly battery systems. However, the private use of the bing electrical system is generally not allowed. The technology for this electrical infrastructure is outdated and not widely available in some cities (see Conduit current aggregation).

Updating the necessary electrical and substructure costs for ropewaies, electric rail, streetcars, and 3rd rail can be funded.

According to Toll Gross, there are various ways to enhance revenue, such as implementing gasolene or other incremental charges. One particular approach is the use of hybrid fuel, which allows vehicles like the Ford Escape Hybrid to run on both regular fuel and E85 (ethyl alcohol). Additionally, some people classify vehicles as hybrids if they use different energy sources or input types (referred to as "fuels") with the same engine.

Although to avoid confusion with loanblends as described above and to utilize the footings correctly, these are possibly better described as double-mode vehicles:

* Some electric trolley coaches can switch between an onboard Diesel engine and overhead electrical power depending on conditions (see double-mode coach). In general, this could be combined with a battery subsystem to create a true plug-in hybrid trolley coach, although as of 2006.

There is currently no announcement regarding this particular design. Flexible-fuel vehicles have the ability to use a combination of fuels, such as gasoline and ethanol, methanol, or biobutanol, all blended together in one tank. In

contrast, bi-fuel vehicles cannot combine liquefied petroleum gas or natural gas with gasoline or diesel in the same tanks due to their fundamental differences.

Creating a flexible fuel system using either LPG or NG is not possible. Instead, vehicles have two similar fuel systems that supply one engine. An example of this is the Chevrolet Silverado 2500 HD currently in transit.

The text highlights the seamless exchange between crude oil and natural gas, along with a range of over 650 miles. Although duplicated tanks may consume space, the expanded range, reduced fuel cost, and flexibility in incomplete LPG or NG infrastructure serve as significant incentives for purchase.

Despite being partially incomplete, the U.S. natural gas substructure is rapidly expanding with 2600 CNG Stations established and a growing fueling station substructure.

A widespread adoption of these bi-fuel vehicles may be witnessed in the near future. Additionally, the increasing cost of gasoline may also compel consumers to invest in such vehicles, particularly when gas prices reach around $4.00.

The cost of gasolene is $28.00 per MMBTU, while natural gas is priced at $4.00 per MMBTU. When comparing the value of energy per unit, it is evident that natural gas is significantly less expensive than gasolene.

There are several reasons that make CNG-Gasoline bi-fuel vehicles very appealing. Certain vehicles have been adjusted so that they can utilize an alternative fuel if it is accessible, such as cars modified to run on autogas (LPG) and diesel engines modified to run on unprocessed waste vegetable oil for biodiesel. Additionally, power-assist mechanisms for bikes and other human-powered vehicles are also covered here (see Motorized bike).

Fluid power intercrossed Chrysler minivan. Petro-hydraulic intercrossed Gallic MDI petro-air loanblend

auto developed with Tata. Hydraulic and pneumatic intercrossed vehicles use an engine to bear down a force per unit area collector to drive the wheels via hydraulic or pneumatic ( i. e. compressed air ) thrust units. In most instances the engine is detached from the drivetrain simply merely to alter the energy collector.

The transmission is smooth. A French company called MDI has developed and currently has working prototypes of a petro-air hybrid engine car. This system does not use air motors to propel the vehicle.

The text explains that the engine of a hybrid vehicle works by injecting a mixture of tight air and gasoline into the cylinders, with an important component called the "active chamber" that heats air using fuel to double the energy output. Tata Motors of India has taken the design stage towards full production for the Indian market and is currently completing the detailed development of the tight air engine for specific vehicle and stationary applications. Petro-hydraulic hybrids, which have been used in trains and heavy vehicles for many years, also exist.

The car industry has recently shifted its focus towards hybrid systems, specifically in smaller vehicles. In petro-hydraulic hybrids, the energy recovery rate is high, making the system more efficient compared to battery-powered hybrids that use current battery technology. This results in a 60% to 70% increase in energy economy in the United States.

S. Environmental Protection Agency (EPA) confirming that the bear downing engine only needs to be sized for average usage with acceleration bursts using the stored energy in the hydraulic accumulator, which is charged during low energy demanding vehicle operation. The bear downing engine runs at optimal velocity and

load for efficiency and longevity.

According to the U.S. Environmental Protection Agency (EPA), a hydraulic hybrid Ford Expedition achieved a fuel economy of 32 miles per U.S. gallon (7.4 L/100 km; 38 mpg-imp) in city driving and 22 miles per U.S. gallon (11 L/100 km; 26 mpg-imp) on the highway. UPS currently has two trucks equipped with this technology in use.

Although petro-hybrid engineering has been known for decades and used in trains and large vehicles, the high costs of the equipment have prevented its use in lighter trucks and cars. However, in 1978, an experiment conducted by a group of students in Minneapolis demonstrated the feasibility of using small petro-hybrid road vehicles.

Minnesota's Hennepin Vocational Technical Center successfully transformed a Volkswagen Beetle into a petro-hydraulic hybrid car using readily available components. By replacing the 60HP engine with a 16HP engine, the car, originally rated at 32mpg, was now achieving an impressive 75mpg. Even with the modifications, the experimental vehicle was able to reach speeds of up to 70 miles per hour. In the 1990s, a team of engineers at the EPA's National Vehicle and Fuel Emissions Laboratory developed an innovative type of petro-hydraulic hybrid powertrain. This groundbreaking technology enabled a typical American sedan to achieve over 80 mpg in combined EPA city/highway driving conditions.

Acceleration was achieved in 8 seconds from 0 to 60 miles per hour, thanks to the utilization of a 1.9 liter Diesel engine. No lightweight materials were included in the construction.

According to the EPA, the hydraulic components would only add $700 to the cost of the vehicle when produced in large volumes. Additionally, the petro-hydraulic system is cheaper and has a faster and more

efficient charge/discharge cycle than petro-electric hybrids. However, the size of the collector determines the energy storage capacity and may require more space compared to a battery pack. Research is currently being conducted by both large corporations and small companies, with a focus on smaller vehicles. The high cost of the system components prevented their installation in smaller trucks and cars.

The drawback involved the inefficient power driving motors at partial load. However, a British company has now developed a solution in the form of an electronically controlled hydraulic motor/pump called the Digital Displacement motor/pump. This technology is highly efficient across all velocity ranges and loads, making it suitable for small applications of petro-hydraulic hybrids. To demonstrate its viability, the company conducted a trial using a BMW 530i car.

The consumption of petrol was twice as efficient in city driving for the dual compared to the standard automatic car. In this experiment, a regular 3.000cc engine was used. Hybrid cars that use both petrol and hydraulic power with large collectors require reducing the engine size for optimal power usage, specifically during non-peak usage.

The energy stored in the collector provides peak power. A smaller and more efficient constant velocity engine reduces weight and frees up space for a larger collector. However, current vehicle designs are based on existing engine/transmission setups, which restricts and is not ideally suited for installing hydraulic systems into these non-hydraulic designed bodies.

One research project aims to design a new car that maximizes the packaging of petro-hydraulic hybrid components within the vehicle. The design integrates all bulky hydraulic components into the car's body. In trials, one specific design has achieved a claimed mileage of 130mpg by

incorporating a large hydraulic collector that serves as the structural body of the car. The car also utilizes small hydraulic drive motors within the wheel hubs to power the wheels and recover kinetic braking energy. This eliminates the need for traditional friction brakes.

The text discusses mechanical transmittals, drive shafts, and U articulations as a way to reduce costs and weight. It mentions the use of hydrostatic thrust without clash brakes in industrial vehicles to achieve an average fuel efficiency of 170mpg. Additionally, it states that energy from shock absorbers and kinetic braking is utilized to charge the collector, with assistance from a small fossil fuel-powered piston engine that is sized according to average power usage.

The collector has a capacity to run the car for 15 minutes when fully charged. The goal is to have a fully charged collector with an energy storage capacity of 670 HP, which will result in a 0-60 mph acceleration speed of under 5 seconds using four-wheel drive. In January 2011, Chrysler, an industry leader, announced a partnership with the U.S.

Environmental Protection Agency (EPA) is collaborating with PSA Peugeot Citroen and Robert Bosch GmbH to develop a hybrid powertrain for large passenger cars. The project involves adapting an existing production minivan to incorporate a new hydraulic powertrain. At the 2013 Geneva Motor Show, PSA Peugeot Citroen showcased an experimental engine called "Hybrid Air" that utilizes compressed nitrogen gas, generated from energy harvested during braking or slowing, to supplement power from the conventional gasoline engine. The hydraulic and electronic components for this engine are provided by Robert Bosch GmbH.

Production versions priced at around $25,000 and $17,000 are expected to be available in

2015 or 2016.

The estimated mileage for city driving in a Citroen C3 with an electric-human power hybrid vehicle is approximately 80 miles per gallon. Other types of hybrid vehicles include human power-electric vehicles like the Sinclair C5, Twike, electric bikes, and electric skateboards.

The main articles on hybrid vehicle drivetrains and micro HEV discuss different constellations of hybrid vehicle power trains. Examples include the parallel intercrossed power train of the Honda Insight, the mild parallel hybrid power train of the Toyota Prius, and the series-parallel intercrossed power train of the Ford Escape Hybrid.

In a parallel hybrid vehicle, the drivetrain consists of a series-parallel configuration where both an electric motor and an internal combustion engine are present. These components can operate independently or in conjunction to power the vehicle. Unlike the more common power split setup, which usually only includes one electric motor, this configuration includes the internal combustion engine, electric motor, and gearbox. The connection between the internal combustion engine and electric motor is controlled by automated clamps. When driving in electric mode, the connection between the internal combustion engine is disconnected, while the connection to the gearbox remains engaged.

While the engine and motor run at the same velocity in a burning manner, the first mass production parallel intercrossed sold outside Japan was the 1st coevals Honda Insight. Mild parallel intercrossed types generally use a compact electric motor (normally ; 20 kilowatt) to provide auto-stop/start features and extra power aid during acceleration. They also generate power during the slowing stage, also known as regenerative braking. Examples of on-road vehicles include the Honda Civic Hybrid and Honda Insight 2nd coevals.

Honda CR-Z, Honda Accord Hybrid, Mercedes Benz S400

BlueHYBRID, BMW 7-Series loanblends, General Motors BAS Hybrids.

Among the passenger car models featuring hybrid technology are the Smart fortwo with micro intercrossed thrust, the Toyota Prius, the Ford Escape and Fusion, and the Lexus RX400h series-parallel intercrossed installations.

The RX450h, GS450h, LS600h, and CT200h all utilize a power-split hybrid electric propulsion system, which consists of two motors – an electric motor and an internal combustion engine.

The power from these two motors can be distributed to the wheels using a power splitter, which consists of a basic planetary cogwheel set. The ratio can range from 0 to 100% for the combustion engine or 0 to 100% for the electric motor.

Or anything in between, such as 40% for the electric motor and 60% for the burning engine. The electric motor has the ability to function as a generator to recharge the batteries. Advanced versions like the Toyota Hybrid Synergy Drive include a second electric motor/generator connected to the wheels.

Through collaboration with the "primary" motor/generator and the mechanical power-split, a continuously variable transmission is achieved. The internal combustion engine serves as the primary power source on the open road. However, in situations where maximum power is needed, such as when accelerating, the electric motor provides assistance.

By holding a larger engine than the one actually installed, the available power for a short period is increased. In most applications, the engine is turned off when the car is slow or stationary, reducing curbside emissions.

Series loanblend. Chevrolet Volt. series plug-in intercrossed Honda Civic Hybrid used by Zipcar auto sharing service Ford Escape plug-in loanblend

A series- or serial-hybrid vehicle has besides been referred to as an Extended Range Electric Vehicle or Range-Extended Electric

Vehicle ( EREV/REEV ) ; nevertheless, run extension can be accomplished with either series or parallel intercrossed layouts.

Series-hybrid vehicles are driven by the electric motor with no mechanical connexion to the engine. Alternatively there is an engine tuned for running a generator when the battery battalion energy supply isn’t sufficient for demands.

The agreement known as "System Mixt" was originally used by Ferdinand Porsche in the early twentieth century in racing cars, diesel-electric engines, and ships. This agreement is not new and has been commonly employed.

A wheel hub motor agreement was utilized, with a motor installed in both front wheels, to achieve new speed records. This arrangement was occasionally called an electric transmission.

As the use of electric generators and driving motors instead of mechanical transmissions increased, it became necessary for the internal combustion engine to be running in order for the vehicle to function. However, the implementation of this system has not been successful in production cars so far. Nevertheless, several manufacturers are currently reconsidering its use. In 1997, Toyota introduced the first series-hybrid coach available for sale in Japan.

In 2010, GM introduced the Chevy Volt EREV, which has an all-electric range of 40 miles and a price tag of approximately $40,000. AFS Trinity has utilized supercapacitors in combination with a Li ion battery bank in their converted Saturn Vue SUV, claiming up to 150 mpg in a series-hybrid setup. This technology falls under the category of plug-in hybrid electric vehicles (PHEV).

The Plug-in Hybrid Electric Vehicle (PHEV) is a new subtype in the hybrid market. It is typically a combination of a traditional fuel-electric hybrid with extra energy storage capacity, often using Li-ion batteries. The PHEV

can be charged using the main electricity supply at the end of a journey, allowing drivers to avoid or minimize the use of the internal combustion engine (ICE), which helps reduce emissions during everyday driving. This concept is particularly appealing to those who want to cut down on on-road emissions. The PHEV works similarly to pure electric vehicles.

The overall reduction of emissions is reliant on the energy source of the electricity producer, particularly in terms of CO2 footprints. This type of vehicle can be financially appealing for certain users if the cost of electrical energy is lower than that of petrol or diesel. Many European countries currently generate a significant portion of income through taxes on mineral oil.

Electricity is an exception when it comes to taxes because it is taxed uniformly for residential customers regardless of their usage. However, certain electricity providers do offer price benefits for customers who use electricity during off-peak hours at night.

There is a potential increase in the appeal of the plug-in option for commuters and urban drivers. The fuel cell hybrid vehicle is essentially an electric vehicle with a fuel cell. Both the fuel cell and electric battery power the hybrid vehicle. Fuel cells utilize hydrogen as fuel and recharge the electric battery when it runs out of power. An example of this type of vehicle is the Chevrolet Equinox FCEV.

Ford Edge Hyseries Drive and Honda FCX are examples of hybrid vehicles that use a combination of fuel cell and electric technology. A 2009 study by the National Highway Traffic Safety Administration looked at accidents involving hybrid vehicles and compared them to accidents involving traditional combustion-engine vehicles. The study found

that in certain road conditions, hybrid vehicles are also a concern for the safety of cyclists and pedestrians.

HEVs pose a greater risk to pedestrians and cyclists, especially in situations where a vehicle is slowing down or stopping, reversing, or entering and exiting a parking space (when the noise distinction between HEVs and conventional electric vehicles is most noticeable).

HEVs were twice as likely as CEVs to be involved in a car crash. When it came to crashes involving bicyclists or pedestrians, there was a higher rate of incidents for HEVs compared to CEVs when a vehicle was turning a corner. However, there was no significant difference between the two types of vehicles when they were driving straight. Environmental concerns regarding fuel consumption and emissions The hybrid vehicle typically achieves better fuel economy and emits fewer emissions compared to conventional internal combustion engine vehicles (ICEVs), resulting in reduced emissions. These savings are mainly achieved through three aspects of a typical hybrid design: 1.

Trusting on both the engine and the electric motors for peak power demands results in a smaller engine siz