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Liviu Giurca
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Ricardo solution is too expensive and is limited by the use of liquid nitrogen. Other cheaper solution is more effective being described at https://www.slideshare.net/giurcal/hybrid-pneumatic-engine-with-exhaust-heat-recovery This uses the atmospheric air and also recovers the braking energy like a hybrid electric vehicle.
52% thermal efficiency without heat recovery was obtained in 1993 by Dr. Marius Paul engine. See https://www.slideshare.net/giurcal/ultimate-ic-enginetechnology . For even more efficient engines I think now is a time for heat recovery: https://www.slideshare.net/giurcal/total-heat-recovery-engine
There are simpler solutions which integrate the expander in the volume of the engine itself. The internal heat recovery can be made in a compact and simple structure. Please see www.hybrid-engine-hope.com
There are internal combustion engines with internal heat recovery which largely surpass the diesel compound engine efficieny. See https://www.slideshare.net/giurcal/total-heat-recovery-engine
The diesel engine efficiency is underestimated in this article. On the other hand there are internal combustion engines with internal heat recovery which largely surpass the fuel cell efficiency. See https://www.slideshare.net/giurcal/total-heat-recovery-engine
Simpler and cost efficient solutions are described on: https://www.slideshare.net/giurcal/advanced-hybrid-powertrain https://www.slideshare.net/giurcal/torque-vectoring-electric-differential
In case of helicopters, due to the mechanical complexity across the entire vehicle system, many parts are single points of failure. Because of this lack in redundancy, frequent inspections and maintenance are required to keep the vehicle safe. On the other hand helicopters are large and unprotected from heating nearby obstacles and any contact of the rotors with external objects can be catastrophic. The solution seems to be the electric or hybrid VTOL aircraft. More info at hibridesign@hotmail.com
Only one cylinder engine with heat recovery for the same power level as Nissan VCR can be found at www.hybrid-engine-hope.com
Brian Petersen, you didn’t read carefully the presentation. The first described solution on http://www.slideshare.net/giurcal/supercharged-engine is a four-stroke opposed piston engine. The major advantage for the supercharged version is the huge power density with only one cylinder. This version is also fully balanced and has a very low NVH level without additional balanced shaft and with reduced number of components, meaning low cost.
A low cost variable compression ration mechanism for IC opposed piston engines is described on http://www.slideshare.net/giurcal/supercharged-engine Contrary to Infinity solution this can be used for the normal cars of the B, C and D segments without to affect dramatically the cost of the vehicle.
A simpler and cheaper variant, using single e-lane which includes the both polarities was proposed few times ago. Please see http://www.hybrid-engine-hope.com/hybrid_transport_system In this case the used pantographs are of a common type and the truck can have a larger steering freedom when is connected with the e-lane (the driver can be more relaxed). On the other hand the e-lines can be protected better for bad weather (icing , snow, strong winds, etc.) and the maintenance is simpler.
Similar approach was proposed few months ago for a two stroke opposed piston engine which is simpler and even more efficient. Having big power density this total heat recovery engine can be used also for automotive or aircraft applications not only for stationary or marine configurations. See: http://www.slideshare.net/giurcal/total-heat-recovery-engine
The MIT evaluation is realistic: there are IC engine solutions that make the fuel cell technology obsolete. This kind of engine, with total heat recovery, can use hydrogen as fuel with a better efficiency than fuel cells. Please see: http://www.slideshare.net/giurcal/total-heat-recovery-engine
A more efficient range extender with ultra-high power density is descrbed on http://www.slideshare.net/giurcal/total-heat-recovery-engine and http://www.hybrid-engine-hope.com
A simpler solution is described on: http://www.hybrid-engine-hope.com/hybrid_transport_system This uses a single overhead line (with both polarities) and conventional pantographs. Also the deviations from the straight path of the truck can be much bigger.
Anticipating these actions, extreme boost engines were already proposed. See http://www.slideshare.net/giurcal/ultimate-ic-enginetechnology
A much improved version having opposed piston and internal heat recovery is described in: http://www.slideshare.net/giurcal/ultimate-ic-enginetechnology This can get the Carnot efficiency limit.
A more advanced solution with integrated heat recovery was exposed in the site http://www.slideshare.net/giurcal/ultimate-ic-enginetechnology The new concept will correct certain deficiencies of the thermodynamic cycle as employed in conventional engines to achieve an ultra-efficient Internal Combustion variant for all vehicle types. Such an engine, with heat recovery, can largely surpass the fuel cell efficiency. This technology can be considered as being “revolutionary” in terms of benefits and as “evolutionary” in terms of engine modifications.
Twenty (20) times more efficient heat recovery device than the thermo-electric system described above can be achieved with a thermo-mechanical system integrated in the volume of the IC engine. The interested entities can contact me at lgiurca@hybrid-engine-hope.com
The most efficient and simple method to recover the exhaust heat is that used by the hybrid pneumatic engine with Ericsson cycle. See http://www.scribd.com/doc/169592344/Hybrid-Pneumatic-Engine-With-Exhaust-Heat-Recovery . This concept proposes to use at least one cylinder (of a multicylinder engine) as pneumatic heat engine specially in highway drive. In city drive same engine can recover by its self the braking energy. More info at lgiuca@hybrid-engine-hope.com.
A more advanced solution with a single crankshaft and opposite pistons is described in http://www.hybrid-engine-hope.com/hope-four_stroke_engine . This has also very law friction of the pistons with a cylinder walls and the missing of the side force but is simpler (no cylinder head and a single crankshaft). On the other hand this concept offers the exceptional benefits of the opposed piston engines: reduced heat losses and extended expansion stroke without to increase the overall size of the engine.
A new ultra-efficient low cost engine with opposed piston is presented in the site www.hybrid–engine-hope.com . Most of manufacturers reject from start a two-stroke solution. The new concept is available also as four-stroke opposite piston engine without exotic mechanisms. It is much simpler than Achates Power engine, having same advantages.
A new solution introduced by the site www.hybrid-engine-hope.com describes an alternative range extender configuration. This concept can be used for hybrid vehicles or for electric vehicles with extended range.
A radical way to cut the weight of electric/hybrid vehicles is described in the site www.hybrid-engine-hope.com
A radical way to cut the weight of electric/hybrid vehicles is described in the site