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Pretty awesome specs. I guess you could use slightly smaller, lower powered motors and a smaller battery in a sedan / hatchback form to make it appeal to a wider market. Very clever making two electric motors into a gearbox, if you could fit one on to an ICE it could do the job of an eCVT
If you knew you were going long distance and / or up hill you can start the range extender early, this way the battery would also be very rarely discharged increasing its life
NG dual fueling is great for diesels in marine or stationary power generation. Ideal for CHP too.
Would be a great motor to drop in to drive a rear axle even just a mild hybrid on the front axle would give you ~200hp 4WD vehicle which would make up for the hybrid premium. It would also help that its not that fussy about cooling if its going to be rear mounted and only used when required
You could offer a sliding scale of tax credits based on the mpg / electric range of a vehicle to offset a slightly higher price. Maybe $1k per kWh of battery capacity up to a max of $5k / 5kWh. With regards to a small battery not being enough to accelerate the vehicle, I don't think it matters as you are carrying an engine with you which can provide acceleration and cruise while saving the battery capacity for 'city' situations
I think 20 miles range is about perfect. Using precious battery power for highway travel when your carrying an engine thats most efficient at a cruise seems strange to me, it makes sense to have a smaller battery and have it slowly charge at highway speeds so you can have the power on demand and leave the highway able to run on full electric for the next 20 miles of the journey.
Natural gas injection should work and allow dual fuel operation.
Ideally you could hook up a CCGT nearby and use the CO2 for EOR / fracturing New CCGT costs are lower as the gas and steam turbines can run on the same shaft / generator and electrical transmission should be cheaper and less lossy than gas distribution especially if its going to be turned into electricity andway
Would it have enough power to merge on the highway?
People often comment that carbon savings from gas are reduced if lots of methane leaks, while this could be an issue its in the interest of the producer to minimise this as much as possible. Its also important to also look at the upstream and downstream side of coal generation, mining, distribtuion and ash disposal have a lot of greenhouse gas and local pollutions associated with them too.
Good point Peter, a 4WD hybrid wagon with the turbo 4 would have a lot of interest in North Eurpe and North North America and Canada. You could also run it front wheel drive when lower power / weather allow and get better MPG and also allows you to drop the drive train into the upcoming front wheel drive BMW's
This seems a good intermediate EV when the EV parts are fitted to an existing vehicle and the Fit/Jazz is a good choice for this. The next step is a vehicle desiged from the ground up to be an EV so the packing of the EV parts can be optimised along with cooling / aerodynamics. I had to read this twice An interactive remote control with a range of up to 100 feet can also control charging and operation of the climate control system ...
I guess you could have a CCGT and grid connection off shore with a rig or two extracting the gas, creating electricity then using the exhaust as the source of the CO2
Thats the same sort of numbers as the old V10 TDI. With the 8 speed auto and all the low end torque you could set a shift point at 2k rpm when the power isn't required
If you took the 2 litre turbo block, removed the turbo and DI and switched it to atkinson cycle and used it instead of the 1.4 it should give much better RE mileage. A more efficient ICE could be used more often to supplement power from the electric motor which means you can reduce the size /weight/cost of the battery pack. If the Volt could hit 45mpg in RE mode you could then offer it with 20 or 40 mile range options
You could probably approach 50% round trip efficiency using electrolysis (~70%) and SOFC CCGT (~70%) which isn't great but if your using the existing gas network as storage you could store a lot of MWh's
You could use a couple of kW CHP and then a couple of kW PV and export to the grid everything you don't use. I wouldn't be too quick to count out renewables Dave as "We are in fast changing and exciting times though, and we can't pick winners"
I'd guess a supercharger is cheaper to add than a turbo / cooler and maybe we will see it mated with the 50kW hybrid system Infinity/Nissan is using on other vehicles
I appreciate the optimism Dave, but a range extending H2FCV seems even less useful that a pure H2FCV. You are proposing adding a new fuel, storage system, production, distribution etc to supply a smaller amount of total miles driven. I see long distance trucking using natural gas / diesel dual fuel and personal transport switching to hybrids with varying plug in ranges depending on personal requirements We may well end up wtih SOFC's in transport but they will probably be running on diesel so no need to generate or store hydrogen. Fuel cells are good, hydrogen storage / production is a bit of distraction IMO Dim X as Date X = Year(Now) PRINT "Hydrogen fuell cell vehicles will be available in year" + (X+5)
Very clever tech, I wonder if you could also use valve control to replace the throttle giving a bit more gain. You could also use a large single cooler with water pipes to the turbo/intercooler and EGR cooler.
No USB option? If the 100 mile range can be increased to 150 it would allow you to travel 130ish miles, stop for a coffee and a quick charge, stop for lunch and a slightly longer charge and have covered 400 miles by the afternoon. Long distance EV travel is a bit of a red herring (multiple car ownership, most journeys below 100 miles etc) but it will increasingly become an option
Its interesting, but you could just replace the NG used in building heating with high COP airsource heat pumps. With a simple control logic to run at a higher power when more renewable energy is available they would be a good fit for wind power when most energy is generated in the winter, day to day generation can vary but is predictable a few days in advance
I agree with EP here and in most cases. Using NG as a fuel hybrid best case efficiency would be about 40% well to wheels (50% efficient engine and 80% efficient compression) While an EV could hit 50%+ (60% CCGT with 85% transmission/charging losses) H2FCV would be no better than the hybrid. Back to turbo v superchargers, I think the beltless turbo option is a better option. Ideally with an electric motor on the engine crankshaft to increase the response and low engine speed response. I like the idea of a small electric supercharger for diesel engines when they are caught off boost
Its amazing to have that much torque at such low rpm. The next step would be to integrate an electric motor into the crankshaft to replace the start / alternator and dual mass flywheel. Remove the belts and increase the valve timing range until the engine can cruise on an Atkinson cycle