*I constantly edit my posts*
Let me first start by stating that the aim of this thread is for the pure technical discussion for the electric engineering principles behind the Oshkosh ProPulse system, the technology in it that allows it to not use a battery systems as well as the inefficiencies of that system. Flywheel based energy recovery systems and their use in battery powered electric vehicles as well as more traditional hybrids then what I want to offer.
The company R³ Hybrid Technology Solutions will (hopefully) provide.
A complete turnkey, modular, universal, DIY hybrid solution with a ICE-electric drive that doesn't use massively expensive or massively heavy batteries.
The working concept for my system comes from many aspects of different technology currently available in hybrid vehicles across many industries. My system brings together existing methods of increasing efficiency for ICE, not just increasing efficiency for ICE-electric transmission hybrids, to create a unique fuel-electric transmission solution for converting passenger vehicles.
I'd like for this threads purpose to be about the discussion of how I can better achieve that goal.
We have the basic principles of a hybrid down and we know the ProPulse system is real, After all I think joker is driving one in Batman TDKR.
Lets not worry too much about overall vehicle efficiency but the efficiency of the ICE and generator combo. We can start thinking specific efficiency numbers later when I have a prototype, lets put our heads together.
I developed this system for myself because I drive 300-500, or more, miles in any given day and can't do a DIY pure electric conversion because I make short stops all day long on the overall roundtrip. I can't ever know ahead of time if I'd have the ability to charge up at a store, and if I did for how long, so the real world limitations of batteries in pure EV application are a very very real issue for people like me. The DIY hybrid conversion kit(s) available now for purchase and installation on vehicles are not appealing to me personally, Thus why I entered my concept into the MassChallenge. Because they will help me get industry contacts to further develop my idea,concept & prototype into a vehicle at no cost to me, if I win.
So Yeah, This is a concept but based on real world technology and personal research and experiments. I have made traction by doing tests on a Prius transaxle and running the generator from different sources to generate power. Limitation is heat with what I have to work with currently.
First the basic conversion process and conversion concepts. By taking a lesson right from the page of any car maker and using stamped replacement panels in out conversions, we can basically do anything we want to any vehicle while retaining original outward appearance of the vehicle. One similar idea or proof of concept is auto restoration products. You can build a entire new car from stamped aftermarket parts, shouldn't be too hard to replace key vehicle panels to change important aspects of the vehicle being converted to a hybrid drive system. Second, aftermarket niche communities like exist around the mini-trucking world are a good example of changing components of a vehicle to give different functionality while, mostly, keeping the vehicle appearing stock. By utilizing a independent front and rear suspension system in all our conversions regardless of what specific vehicle is being converted we have a system that can maintain proper ride height while still being tunable for increased performance handling. Our conversions can be FWD, RWD, AWD, or 4WD because we use independent suspensions. One idea I have been toying with is replacing the floor in non uni-body vehicles with a uni-body type floor made with stamped structural components based on uni-body structural details taken from the worlds safest uni-body car, no idea what vehicle that'd be just yet, with high crash test rating. Lower overall vehicle weight is achieved by getting rid of the full frame on non uni-body designs, like the mini-trucks do with custom "dune buggy" tubular frames. Using stamped parts to replace vehicle stamped parts is better then having a tubular frame because you can rapid prototype in a computer with stamped parts.
The concepts for the drivetrain solution I want to develop for private vehicle owners is primarily based around the Oshkosh ProPulse hybrid powertrain system. By taking all the best parts of a ProPulse hybrid vehicle that doesn't use batteries to store electrical power and adding additional elements from different industry energy recovery techniques, aspects of the system come together to allow the generator and ICE to maintain a constant
RPM in relation to each other even under full generator load for more efficient power generation in the same physical space. By oversizing components correctly we avoid running any one system at peak power. What makes the constant rpm relationship possible is having the engine decoupled from the road & gas pedal through the use of a computer controlled double clutch flywheel compensated pulsed alternator. There are also additional elements in the engine to generator system such as a device similar to the Toyota PSD (power split device), even though it doesn't split power, and a compound planetary gear set. That engine to generator system is what makes us unique and what gives us an edge over competition while still being powerful and fuel efficient. Please feel free to ask any questions, except what the flow of power is from engine to generator through the components I listed.
Thank you to everybody that has contributed to the threads I've post here the past few days.
R³ Hybrid Technology Solutions.
Currently, just like electric car conversions, hybrid conversion have been tested and work fine with off-the-shelf components. That is not to say that new technology will not advance the concept. There is always room for improvement. Thats what we hope to do. Improve current technology to the point it is not cost prohibitive to do these advanced battery-less systems. Currently, they are only offered for commercial use or used in hybrid race cars.