You would have to live in a cave to have known of the fuel pricing crisis. The past summer has proven to be an economic disaster for individual consumers and retailers alike. No one wanted to use any more gas than necessary. The result was a dramatic decrease in cash flow to stimulate the economy. But, all doom and gloom aside, It has gotten better with there recent drop in gasoline prices.
Many people think there are better ways to fix this problem of rising gas costs that we have no control over, and can happen at any time. It is called biodiesel and here is how it works.
Bio diesel is not a new word, it has actually been around for quite some time. When Rudolf Diesel introduced his revolutionary engine in 1900, he made it clear that his product ran off of peanut oil.
The idea was that the farmers who would be using his engine for chores and farm work would be able to grow their own fuel. As a matter of fact, that is exactly how it went until the 1920’s when the gasoline refineries came out with diesel fuel as we know it today.
Now that we have established that the idea of using vegetable oil as a fuel for engines isn’t new, here are a few of the benefits involved. Widespread use of vegetable oil as fuel could relieve some serious problems. The U.S. wouldn't have to be dependent on foreign oil or negotiate with dictators. Environmental concerns regarding emissions and the rate of natural resources being used would no longer weigh on conversationalists’ minds.
Since biodiesel is made from renewable sources like corn and soybean oils (which is then put through a chemical process called transesterification whereby the glycerin is separated from the fat or vegetable oil *NBB.org), American farmers would have a viable, profitable crop to grow.
Today people are also calling running a vehicle on straight vegetable oil as "Using Bio diesel" which is not the correct term theses days even through the two types of fuels have become synonymous with each other. The Main difference is "Bio Diesel is a chemically processed fuel, and cooking or or vegetable oil is off the shelf filtered or unfiltered oil.
When properly converted to run on regular cooking oil a diesel engine will run with the same power and speed that it did before on traditional diesel fuel when using a conversation kit to heat up the vegetable oil for use in your diesel vehicle. Its exhaust may smell a little like onion rings, but it’s a small price to pay. Other concerns are that deposits may form due to the vegetable oil not being filered and processed.
As you may have gathered the only vehicles that can currently be converted to use vegetable oils in them are cars that already have a diesel engine. Conversion kits can be purchased at several reputable dealers to convert straight vegetable oil to combustible fuel for your diesel which will heat up the oil to make it burn easier. These companies can also be useful in helping you find places to purchase fuel for your new system. Bio diesel conversion kits are priced from $650 to $1500. Just be sure to have the car checked over thoroughly before installing.
Converting a diesel engine to bio diesel or veritable oil may not be the choice for everyone. However there are some factors that should be thought about if you have the slightest interest in this option. No longer being dependent on foreign oil is one. The long way biodiesel will go in protecting the environment is another. The most important one may be there will be no more paying outrageous amounts for gas. It’s something to think about.
Resources:
NBB.org
Where can I buy Biodiesel?
Saturday, April 18, 2009
Hybrid Engines
Hybrid Engines are typically described as engines with two power sources. The most common today is a hybrid gas-electric engine that combines the low pollution output of an electric engine, with the high power output of a gas engine.
There are as many gas-electric engines as there are hybrid cars. Each engine is designed to allow the gas engine and the electric engine to connect to the drive train to power the engine.
The gas engine and the brakes are used to recharge the battery for the electric engine eliminating the need to plug in overnight, as is necessary for a plug in electric only engine. When braking, some of the energy being expended to stop a car is collected by the regenerative brakes in an electric engine.
Typically, in a full hybrid, the electric engine takes control when the car is cruising, at stop, or when slowly accelerating. When extra power is needed, the gas engine kicks in to give the acceleration expected from today's cars. By allowing the electric engine to take over, hybrids are able to get higher mpg than their sister cars with gas only engines. But since most of the energy is collected/saved when the car is stopped or in braking, hybrid cars tend to get better mileage in city driving. Which is opposite what gas only cars should expect, as gas engines are most efficient at high speeds (highway).
When comparing hybrid cars to plug-ins, hybrid engines have not only eliminated the need for plugging in, they have also increased the range that is possible.
There are as many gas-electric engines as there are hybrid cars. Each engine is designed to allow the gas engine and the electric engine to connect to the drive train to power the engine.
The gas engine and the brakes are used to recharge the battery for the electric engine eliminating the need to plug in overnight, as is necessary for a plug in electric only engine. When braking, some of the energy being expended to stop a car is collected by the regenerative brakes in an electric engine.
Typically, in a full hybrid, the electric engine takes control when the car is cruising, at stop, or when slowly accelerating. When extra power is needed, the gas engine kicks in to give the acceleration expected from today's cars. By allowing the electric engine to take over, hybrids are able to get higher mpg than their sister cars with gas only engines. But since most of the energy is collected/saved when the car is stopped or in braking, hybrid cars tend to get better mileage in city driving. Which is opposite what gas only cars should expect, as gas engines are most efficient at high speeds (highway).
When comparing hybrid cars to plug-ins, hybrid engines have not only eliminated the need for plugging in, they have also increased the range that is possible.
Toyota Hybrid System THS II
What is a Hybrid System?
Fusion between an internal combustion engine and electric motor--achieving different functions through different power combinations.
Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an electric motor, to take advantage of the benefits provided by these power sources while compensating for each other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric motor, they do not require external charging, as do electric vehicles.
Characteristics of Hybrid Systems
Hybrid systems possess the following four characteristics:
1) Energy-loss reduction
The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would normally be wasted.
2) Energy recovery and reuse
The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical energy, which is then used to power the starter and the electric motor.
3) Motor assist
The electric motor assists the engine during acceleration.
4) High-efficiency operation control
The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under operating conditions in which the engine's efficiency is low and by generating electricity under operating conditions in which the engine's efficiency is high.
The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel efficiency and driving performance.
Toyota Hybrid System THS II
What is a Hybrid System?
Fusion between an internal combustion engine and electric motor--achieving different functions through different power combinations.
Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an electric motor, to take advantage of the benefits provided by these power sources while compensating for each other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric motor, they do not require external charging, as do electric vehicles.
Characteristics of Hybrid Systems
Hybrid systems possess the following four characteristics:
1) Energy-loss reduction
The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would normally be wasted.
2) Energy recovery and reuse
The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical energy, which is then used to power the starter and the electric motor.
3) Motor assist
The electric motor assists the engine during acceleration.
4) High-efficiency operation control
The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under operating conditions in which the engine's efficiency is low and by generating electricity under operating conditions in which the engine's efficiency is high.
The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel efficiency and driving performance.
Hybrid system comparison
3 types of Hybrid Systems
The following three major types of hybrid systems are being used in the hybrid vehicles currently on the market:
1) Series hybrid system
The engine drives a generator, and an electric motor uses this generated electricity to drive the wheels. This is called a series hybrid system because the power flows to the wheels in series, i.e., the engine power and the motor power are in series. A series hybrid system can run a small-output engine in the efficient operating region relatively steadily, generate and supply electricity to the electric motor and efficiently charge the battery. It has two motors—a generator (which has the same structure as an electric motor) and an electric motor. This system is being used in the Coaster Hybrid.
Series hybrid system
2) Parallel hybrid system
In a parallel hybrid system, both the engine and the electric motor drive the wheels, and the drive power from these two sources can be utilized according to the prevailing conditions. This is called a parallel hybrid system because the power flows to the wheels in parallel. In this system, the battery is charged by switching the electric motor to act as a generator, and the electricity from the battery is used to drive the wheels. Although it has a simple structure, the parallel hybrid system cannot drive the wheels from the electric motor while simultaneously charging the battery since the system has only one motor.
Parallel hybrid system
3) Series/parallel hybrid system
This system combines the series hybrid system with the parallel hybrid system in order to maximize the benefits of both systems. It has two motors, and depending on the driving conditions, uses only the electric motor or the driving power from both the electric motor and the engine, in order to achieve the highest efficiency level. Furthermore, when necessary, the system drives the wheels while simultaneously generating electricity using a generator. This is the system used in the Prius and the Estima Hybrid.
Series/parallel hybrid system (THS in Prius)
Engine and Motor Operation in each system
The chart below shows how the ratio of use between engine and motor differs depending on the hybrid system.
Since a series hybrid uses its engine to generate electricity for the motor to drive the wheels, the engine and motor do about the same amount of work.
A parallel hybrid uses the engine as the main power source, with the motor used only to provide assistance during acceleration. Therefore, the engine is used much more than the motor.
In a series/parallel hybrid (THS in the Prius), a power split device divides the power from the engine, so the ratio of power going directly to the wheels and to the generator is continuously variable. Since the motor can run on this electric power as it is generated, the motor is used more than in a parallel system.
Ratio of engine and motor operation in hybrid systems (conceptual diagram)
Fusion between an internal combustion engine and electric motor--achieving different functions through different power combinations.
Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an electric motor, to take advantage of the benefits provided by these power sources while compensating for each other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric motor, they do not require external charging, as do electric vehicles.
Characteristics of Hybrid Systems
Hybrid systems possess the following four characteristics:
1) Energy-loss reduction
The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would normally be wasted.
2) Energy recovery and reuse
The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical energy, which is then used to power the starter and the electric motor.
3) Motor assist
The electric motor assists the engine during acceleration.
4) High-efficiency operation control
The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under operating conditions in which the engine's efficiency is low and by generating electricity under operating conditions in which the engine's efficiency is high.
The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel efficiency and driving performance.
Toyota Hybrid System THS II
What is a Hybrid System?
Fusion between an internal combustion engine and electric motor--achieving different functions through different power combinations.
Automobile hybrid systems combine two motive power sources, such as an internal combustion engine and an electric motor, to take advantage of the benefits provided by these power sources while compensating for each other's shortcomings, resulting in highly efficient driving performance. Although hybrid systems use an electric motor, they do not require external charging, as do electric vehicles.
Characteristics of Hybrid Systems
Hybrid systems possess the following four characteristics:
1) Energy-loss reduction
The system automatically stops the idling of the engine (idling stop), thus reducing the energy that would normally be wasted.
2) Energy recovery and reuse
The energy that would normally be wasted as heat during deceleration and braking is recovered as electrical energy, which is then used to power the starter and the electric motor.
3) Motor assist
The electric motor assists the engine during acceleration.
4) High-efficiency operation control
The system maximizes the vehicle's overall efficiency by using the electric motor to run the vehicle under operating conditions in which the engine's efficiency is low and by generating electricity under operating conditions in which the engine's efficiency is high.
The series/parallel hybrid system has all of these characteristics and therefore provides both superior fuel efficiency and driving performance.
Hybrid system comparison
3 types of Hybrid Systems
The following three major types of hybrid systems are being used in the hybrid vehicles currently on the market:
1) Series hybrid system
The engine drives a generator, and an electric motor uses this generated electricity to drive the wheels. This is called a series hybrid system because the power flows to the wheels in series, i.e., the engine power and the motor power are in series. A series hybrid system can run a small-output engine in the efficient operating region relatively steadily, generate and supply electricity to the electric motor and efficiently charge the battery. It has two motors—a generator (which has the same structure as an electric motor) and an electric motor. This system is being used in the Coaster Hybrid.
Series hybrid system
2) Parallel hybrid system
In a parallel hybrid system, both the engine and the electric motor drive the wheels, and the drive power from these two sources can be utilized according to the prevailing conditions. This is called a parallel hybrid system because the power flows to the wheels in parallel. In this system, the battery is charged by switching the electric motor to act as a generator, and the electricity from the battery is used to drive the wheels. Although it has a simple structure, the parallel hybrid system cannot drive the wheels from the electric motor while simultaneously charging the battery since the system has only one motor.
Parallel hybrid system
3) Series/parallel hybrid system
This system combines the series hybrid system with the parallel hybrid system in order to maximize the benefits of both systems. It has two motors, and depending on the driving conditions, uses only the electric motor or the driving power from both the electric motor and the engine, in order to achieve the highest efficiency level. Furthermore, when necessary, the system drives the wheels while simultaneously generating electricity using a generator. This is the system used in the Prius and the Estima Hybrid.
Series/parallel hybrid system (THS in Prius)
Engine and Motor Operation in each system
The chart below shows how the ratio of use between engine and motor differs depending on the hybrid system.
Since a series hybrid uses its engine to generate electricity for the motor to drive the wheels, the engine and motor do about the same amount of work.
A parallel hybrid uses the engine as the main power source, with the motor used only to provide assistance during acceleration. Therefore, the engine is used much more than the motor.
In a series/parallel hybrid (THS in the Prius), a power split device divides the power from the engine, so the ratio of power going directly to the wheels and to the generator is continuously variable. Since the motor can run on this electric power as it is generated, the motor is used more than in a parallel system.
Ratio of engine and motor operation in hybrid systems (conceptual diagram)
Hydrogen Engine
Hydrogen-fueled internal combustion engines (H2ICEs) are a potential near-term option and bridge to hydrogen fuel cell vehicles. H2ICEs with near-zero emissions and efficiencies exceeding today's port-fuel-injected (PFI) engines have already been demonstrated. In addition, H2ICE-powered vehicles can potentially use the existing manufacturing infrastructure for petroleum-fueled ICEs.
Efforts are focused on developing an advanced spark-ignited engine with efficiencies approaching that of a high-efficiency diesel engine, PFI-like power densities, and emissions that are effectively zero. Direct-injection (DI) H2ICE is one of the most attractive options since it has the potential to avoid many problems associated with the use of hydrogen in premixed and PFI hydrogen engines, such as preignition and backflash. In addition, in comparison to a premixed or PFI H2ICE, a DI H2ICE avoids the power-density loss associated with the displacement of air by lighter hydrogen because fuel is injected after the intake valve has closed. For comparison, a DI H2ICE can deliver approximately 115% the power of a gasoline-fueled ICE at stoichiometry. The challenge with DI H2ICEs, however, is that in-cylinder injection requires H2/air mixing in a very short time (approximately 5 ms at 5000 rpm). Incomplete mixing can produce misfire, high NOx emissions, reduced efficiency, and power loss.
Researchers in the CRF's H2ICE laboratory are initially focusing on the measurement and analysis of in-cylinder hydrogen mixing processes in a DI H2ICE. The laboratory houses an automotive-sized single-cylinder engine (~0.6 liters/cylinder) that provides extensive optical access for application of advanced laser-based optical diagnostics to study fundamental in-cylinder engine phenomena. The engine head is a pent-roof, four valve, center-spark, and side-injection type. Hydrogen injection is through a high-pressure (max. 200 bar) gaseous injector. Researchers plan to use two separate but complementary planar laser-induced fluorescence (PLIF) measurements that provide spatially resolved quantitative measurements of in-cylinder mixing. In the first set of experiments, hydrogen is seeded with a trace amount of acetone; in the second set of experiments, intake air is seeded with a trace amount of NO. The acetone and NO PLIF measurements provide an independent measure of local fuel-to-air ratio. The technique will allow evaluation of injection strategies and chamber design on hydrogen mixing in-cylinder, providing necessary data for optimizing the design of a DI H2ICE. Future research directions will include investigations of pre-ignition, NOx production, and other combustion issues associated with hydrogen-fueled engines.
Efforts are focused on developing an advanced spark-ignited engine with efficiencies approaching that of a high-efficiency diesel engine, PFI-like power densities, and emissions that are effectively zero. Direct-injection (DI) H2ICE is one of the most attractive options since it has the potential to avoid many problems associated with the use of hydrogen in premixed and PFI hydrogen engines, such as preignition and backflash. In addition, in comparison to a premixed or PFI H2ICE, a DI H2ICE avoids the power-density loss associated with the displacement of air by lighter hydrogen because fuel is injected after the intake valve has closed. For comparison, a DI H2ICE can deliver approximately 115% the power of a gasoline-fueled ICE at stoichiometry. The challenge with DI H2ICEs, however, is that in-cylinder injection requires H2/air mixing in a very short time (approximately 5 ms at 5000 rpm). Incomplete mixing can produce misfire, high NOx emissions, reduced efficiency, and power loss.
Researchers in the CRF's H2ICE laboratory are initially focusing on the measurement and analysis of in-cylinder hydrogen mixing processes in a DI H2ICE. The laboratory houses an automotive-sized single-cylinder engine (~0.6 liters/cylinder) that provides extensive optical access for application of advanced laser-based optical diagnostics to study fundamental in-cylinder engine phenomena. The engine head is a pent-roof, four valve, center-spark, and side-injection type. Hydrogen injection is through a high-pressure (max. 200 bar) gaseous injector. Researchers plan to use two separate but complementary planar laser-induced fluorescence (PLIF) measurements that provide spatially resolved quantitative measurements of in-cylinder mixing. In the first set of experiments, hydrogen is seeded with a trace amount of acetone; in the second set of experiments, intake air is seeded with a trace amount of NO. The acetone and NO PLIF measurements provide an independent measure of local fuel-to-air ratio. The technique will allow evaluation of injection strategies and chamber design on hydrogen mixing in-cylinder, providing necessary data for optimizing the design of a DI H2ICE. Future research directions will include investigations of pre-ignition, NOx production, and other combustion issues associated with hydrogen-fueled engines.
Innovation Project
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