Meet the Hybrid-PU called "Sōichirō": A one-man project

Post here information about your own engineering projects, including but not limited to building your own car or designing a virtual car through CAD.
glenntws
87
Joined: Wed Feb 15, 2017 2:41 pm
Location: Germany

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by glenntws » Sun Mar 19, 2017 8:28 pm

Tommy Cookers wrote:
Sun Mar 19, 2017 8:22 pm
re the 'available' oxygen in ethanol in energy terms what happens is imo ......
hydrogen came to the party (as liquid) combined with oxygen, but is taken away by carbon
lonely hydrogen then combines with other oxygen from the air breathed by the engine
so all the oxygen used for combustion must come from the air breathed at the cost of the corresponding gas flow work
unlike nitromethane etc whose 'double bonds' give little energy cost to accessing oxygen mass available at liquid flow work cost

ethanol ........
tests at 109 RON but only 90 MON (imo people confuse its real ON with apparent benefit due to greater charge cooling)
so not so good for SI - but less than bad in CI (5% glycol is used for CI improvement)

absorbs moisture (this reduces corrosion) - so why not include 5% (giving stability ?)

should allow leaner running than gasoline would ?
Very good info. Lean burning isn't my plan, as emissions rise pretty high. In my opinion, maxing out internal EGR via valve motion is the way to go.

Muniix
14
Joined: Tue Nov 29, 2016 12:29 pm
Location: Sydney, Australia

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by Muniix » Tue Aug 29, 2017 10:49 pm

Hi Glenn,

I researched HCCI, ACI and all the other advanced CI's came to the conclusion that the required external auxillary hardware needed was just too much overhead, my application was for a hybrid motorcycle engine, so volume and mass were a premium, I needed to reduce volume in order to home the energy storage. Taking the Ducati Supermono concept to its logical extreme using modern innovations the Supermono is essentially the Ducati V-Twin with the vertical cylinder removed and a balance arm holding its rods gudgeon end to keep the engine balanced. BMW kinda stole the idea for the F800 parallel twin engine.

Being an Australian I was happy to find that the evolution of HAJI now called TJI was perfect, combined with the high compression ratio one can use Homogenuous Ultra Lean combustion at full load, a mild intensified mode using internal egr for the mid range and JACI, Jet Assisted CI for the low load as the dynamic compression ratio from phasing caused this anyway. No external crap needed and Fuel Equivelence up to 2.5 ultra lean, offset crankshaft providing quasi constant volume combustion.

Engine control sensors the latest Infineon sensors are great, low power with sensible power management built in, Sensata cylinder pressure only sensor and about 700 gigaflops of compute running various engine models calculating virtual sensors, controlling 48 volt cooling fans and pumps based on heat into cylinder surfaces and verifing with sensors rather than being reactive, a proactive approach removing the same heat as is entering. Bearing friction models, the Guzzomi models from University of Western Australia calculating crank train friction to optimise all the possible attributes that can be controlled, phasing, throttle, injection timings, ignition, air fuel ratio/burn rate, combustion mode. How much power to produce, what is the demand, should I charge supercapacitors and or li-ions, should I use energy in energy storage to meet demand. An deep learning AI needed for all of that and hence why I needed so much compute capability supporting the conventional TPU/ECU.

graham.reeds
21
Joined: Thu Jul 30, 2015 8:16 am

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by graham.reeds » Fri Sep 01, 2017 10:10 am

@glenntws: How are you getting on with this?

Are you planning on commercialising the engine after? If not are you planning on open sourcing it? While I am not in a position to do anything with it, I find this type of thing endlessly fascinating.

Muniix
14
Joined: Tue Nov 29, 2016 12:29 pm
Location: Sydney, Australia

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by Muniix » Wed Sep 20, 2017 7:01 pm

Tommy Cookers wrote:
Sun Mar 19, 2017 1:17 am
glenntws wrote:
Sat Mar 18, 2017 6:30 pm
......Because ethanol is such a short molecule and by it's own includes a oxygen atom for oxidation, we have a very low rate of unburned particles.
hasn't the oxygen atom already been used for oxidation ? - (if not then water is also useable as a fuel ?)

as a future fuel ethanol is viewable as conflicting with humankind's desire to grow food
bio isobutanol (produced virally/bacterially) seems to be better
(used as feedstock yielding specific energy competitive with gasoline's, so is surely being used as the F1 mandatory biofuel content ?)

ethanol (by distillation 95-96% pure but for fuel purposes is dehydrated to nominally 100%) ....here, interestingly .....
has about 5% more energy per unit air consumption than a good gasoline's
its evaporation causes 153 degF drop in temperature (gasoline's is 40 degF) at stoichiometric ratio, less of course when leaner
The production of Propane using genetically modified e-coli has now been achieved, being a gas it self extracts, currently low rate of production but give it a few more years development, the e-fuels industry is producing methane, hydrogen and now Propane all high energy density fuels. Managing the power into and out of Li-Ion cells is a complex issue so they don't flash over like a 8,000 hp drag engine, you have to manage the heat produced with their use and remove it as effectively as possible maintaining them at their most effective temperature of 20-25 Celsius, it's not easy unless you've got 5 Celsius ambient or an air conditioning system. Electric powertrains are not that easy, the energy and power density of the Energy Storage are a pita if you want small volume and mass like in a two wheeler, motorcycle or race car. You need Graphene super-capacitors to get the power density you want/need including enough cells to spread the load over to minimise heat production is going to require a prohibitively heavy and large energy storage, i've done the numbers!

The Island of Hockney after installing its own wind turbines to stop importing power from the UK Mainland is now producing Hydrogen and using this to power the Auxillary systems on the Ferries travelling to/from the mainland, charging electric cars even. Next Generation ferries will be Hydrogen fueled beasties. They even built a special light weight hydrogen transporter for their light weight roads.

Still think using Jet Assisted Compression Ignition is your best bet to reach 60% TE. Your surface to volume ratio isn't that great with lots of small cylinders using low bore to stroke ratio's, lots of surface to loose heat into is always going to reduce the TE even with TBC coatings on Piston crown and head fire surfaces, since your hybrid a large high BSR ratio cylinder would be better from a thermal losses point of view and with Ultra Lean Low Temperature Combustion you could use Steel Pistons, PistAl Racing in Italy produced these some years ago for the Ducati Testastretta 1198 cc V-Twin. Steel having a better thermal expansion to suit the TBC coating.

Smart control of the cylinder head cooling system, calculating the wall heat transfer from combustion and controlling electric 48 volt fans and pumps to remove only this heat, using sensors on in/out of engine/heat exchanger to verify would reduce parasitic losses and maintain liner and combustion surface temperature to maintain combustion stability and reduce emissions. A fast compute engine in engine management needed for these calculations, even simplified physics calculations these are cheap now, they even have Neural Compute Units in Arm/Mali CPU/GPU/NCU in the Kirin 970 and they consume little power, the 48 volt electrics more efficient again over 12 volt ones and wiring lighter.

Tommy Cookers
516
Joined: Fri Feb 17, 2012 3:55 pm

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by Tommy Cookers » Fri Oct 06, 2017 7:18 pm

'for (my) record'
regarding my earlier comments on the nature of oxygen availability in oxygenates eg alcohols or ethers ........

somewhere this apparently agrees with my point 'they contain oxygen which cannot provide energy'
http://dhard.ucp-is.com/docs/specs/feed ... tert-amyl/

other ethers are part-made from bioethanol and more stable eg less water absorbent and more consistent in blend physical properties than ethanol

johnny comelately
7
Joined: Thu Apr 09, 2015 11:55 pm
Location: Australia

Re: Meet the Hybrid-PU called "Sōichirō": A one-man project

Post by johnny comelately » Fri Oct 13, 2017 6:37 am

The production of Propane using genetically modified e-coli has now been achieved, being a gas it self extracts, currently low rate of production but give it a few more years development, the e-fuels industry is producing methane, hydrogen and now Propane all high energy density fuels. Managing the power into and out of Li-Ion cells is a complex issue so they don't flash over like a 8,000 hp drag engine, you have to manage the heat produced with their use and remove it as effectively as possible maintaining them at their most effective temperature of 20-25 Celsius, it's not easy unless you've got 5 Celsius ambient or an air conditioning system. Electric powertrains are not that easy, the energy and power density of the Energy Storage are a pita if you want small volume and mass like in a two wheeler, motorcycle or race car. You need Graphene super-capacitors to get the power density you want/need including enough cells to spread the load over to minimise heat production is going to require a prohibitively heavy and large energy storage, i've done the numbers!

The Island of Hockney after installing its own wind turbines to stop importing power from the UK Mainland is now producing Hydrogen and using this to power the Auxillary systems on the Ferries travelling to/from the mainland, charging electric cars even. Next Generation ferries will be Hydrogen fueled beasties. They even built a special light weight hydrogen transporter for their light weight roads.

Still think using Jet Assisted Compression Ignition is your best bet to reach 60% TE. Your surface to volume ratio isn't that great with lots of small cylinders using low bore to stroke ratio's, lots of surface to loose heat into is always going to reduce the TE even with TBC coatings on Piston crown and head fire surfaces, since your hybrid a large high BSR ratio cylinder would be better from a thermal losses point of view and with Ultra Lean Low Temperature Combustion you could use Steel Pistons, PistAl Racing in Italy produced these some years ago for the Ducati Testastretta 1198 cc V-Twin. Steel having a better thermal expansion to suit the TBC coating.

Smart control of the cylinder head cooling system, calculating the wall heat transfer from combustion and controlling electric 48 volt fans and pumps to remove only this heat, using sensors on in/out of engine/heat exchanger to verify would reduce parasitic losses and maintain liner and combustion surface temperature to maintain combustion stability and reduce emissions. A fast compute engine in engine management needed for these calculations, even simplified physics calculations these are cheap now, they even have Neural Compute Units in Arm/Mali CPU/GPU/NCU in the Kirin 970 and they consume little power, the 48 volt electrics more efficient again over 12 volt ones and wiring lighter.
[/quote]
Gday Munnix, you wouldnt need to necessarily run lean, optimising the fuel for best BSFC is possible under your described conditions but also with twin flame ignition for the larger (better volume to surface area ratio). i wholeheartedly agree with your ideas there.