[AdamB]

$this->bbcode_second_pass_quote('aspera', 'F')ord hybrids also use the Atkinson cycle: https://en.wikipedia.org/wiki/Ford_Fusion_Hybrid
$this->bbcode_second_pass_quote('', 'T')he Fusion Hybrid is a "full" hybrid because both propulsion sources, an electric motor powered by a Sanyo supplied 275 V nickel-metal hydride battery, and a 2.5L Atkinson cycle, 156 hp 136 ft.lbs. gasoline engine with intake variable cam timing (iVCT), have substantial power ratings and either can be used alone to propel the vehicle

[aspera]

That's true. Second generation Ford hybrids were better (Fusion Gen 2 info below). We have a C-Max Energi (now discontinued as they bring out their new lines of PEVs). My spouse uses it around town and like yours stays mainly in EV mode (we live in a housing co-op with no way to plug it in right now, so charging happens elsewhere (e.g., at work, public parking sites with chargers).

$this->bbcode_second_pass_quote('', '[')The second [Fusion] generation hybrid has a powertrain with a 2.0-liter Atkinson-cycle inline-four – downsized from the 2.5-liter unit used in the first generation Fusion Hybrid. Total output is estimated at 185 hp (138 kW) and 130 ft⋅lb (180 N⋅m), running to the front wheels via an electronically controlled continuously variable transmission. The lithium-ion battery pack saves weight and generates more power than previous NiMH batteries, and allows the second generation Fusion Hybrid to raise its maximum speed under electric-only power from 47 to 62 mph (76 to 100 km/h).

[Revi]

I posted a pic of a Borque engine earlier. Any of these rotary engines seem like a better idea than the Otto Cycle engines we are using now. I saw an original Otto engine at the Owl's Head Transportation Museum last summer.

https://en.wikipedia.org/wiki/Otto_engine





The tragedy of the oil age is that we used about half of the oil on these inefficient engines, when we invented a lot of other kinds of engines way back in the 1800's and early 1900's.

[Outcast_Searcher]

$this->bbcode_second_pass_quote('Revi', '
')The tragedy of the oil age is that we used about half of the oil on these inefficient engines, when we invented a lot of other kinds of engines way back in the 1800's and early 1900's.

[Tanada]

I still think you would be better off with a nice simple 5 cylinder small radial, we have literally produced millions of these things and know how to make them run without a lot of new testing and development for your 4 cylinder Borque design. I know it is hard for an entirely new system to break through into production but small radials have been produced nearly as long as simple Otto inline engines. A two stroke version is well within our technical capabilities for the same reason it works for the Borque, it is all about how the piping is run and on a radial design it is a heck of a lot easier to run than on an inline design like those used in most ICE vehicles today.

[kublikhan]

$this->bbcode_second_pass_quote('Revi', 'P')eople have forgotten about the wankel

[kublikhan]

Well 7 years later and Delphi has completed the 3rd iteration of it's GDCI engine and is moving onto the 4th generation. The fuel efficiency improvement was there but other issues have prevented the engines from going commercial such as higher costs, higher emissions, durability issues, etc.

$this->bbcode_second_pass_quote('', '0')4-09-2019 - the lead researcher for a long-running, Delphi Technologies-directed program to maximize the thermal efficiency of gasoline engines said the latest developments show promise for delivering a production-ready gasoline engine that approaches 50% thermal efficiency. The improvements to the Gen3X engine further enhance the GDCI concept that has been under development in the $9.8-million U.S. Dept. of Energy-funded research program that began in 2011 and produced two prior versions of the engine. “All these engines are now obsolete,” Sellnau said flatly. “None meet the requirements for commercial light-duty engines.” Sellnau said numerous revisions have reduced the cost and complexity of the latest Gen3X engine and enhanced performance, not to mention durability.

The existing Gen3X engine, coupled to an 8-speed automatic transmission and a 12-volt start-stop system and fitted in a midsize passenger car, demonstrated 61 mpg fuel economy in the highway cycle and 48 mpg on the city cycle. Sellnau said the Gen4X engine is expected to be capable of 68 mpg on the highway.

On to a fourth generation
But despite meaningful gains in performance, efficiency and emissions reductions, Sellnau indicates the continuing research already is looking to the Gen4X engine. The research indicates that the GDCI engine can markedly exceed the efficiency of today’s best spark-ignited gasoline engines and hybrid-electric vehicles, which he said also are heavier and more complex.

[asg70]

We may see these engines but internal combustion is definitely at the law of diminishing returns. Electrification has to pick up the slack, and frankly it already has been since the original Prius over 20 years ago.

[AdamB]

$this->bbcode_second_pass_quote('asg70', 'W')e may see these engines but internal combustion is definitely at the law of diminishing returns. Electrification has to pick up the slack, and frankly it already has been since the original Prius over 20 years ago.

[Revi]

$this->bbcode_second_pass_quote('AdamB', '
')The Atkinson is fine, but even combined with a big battery pack to provide the torque, the mileage increase isn't all that big. We are still talking about cars that get less mileage than things like the 1980's vintage Honda CRX-HF or even my old stripped down 1986 Honda Civic with a 4 speed in it.

[Tanada]

$this->bbcode_second_pass_quote('Revi', '')$this->bbcode_second_pass_quote('AdamB', '
')The Atkinson is fine, but even combined with a big battery pack to provide the torque, the mileage increase isn't all that big. We are still talking about cars that get less mileage than things like the 1980's vintage Honda CRX-HF or even my old stripped down 1986 Honda Civic with a 4 speed in it.

[KingM]

Your 2019 Civic is far more comfortable than pretty much any standard 1989 car.

[Outcast_Searcher]

$this->bbcode_second_pass_quote('Tanada', '')$this->bbcode_second_pass_quote('Revi', '
')I agree. I look at mileage from those 80's Hondas, and they are almost as good as a Prius. Why aren't we back to that kind of mileage in a regular car?

[kublikhan]

Mazada's SPCCI engine is said to be coming to Europe and Japan in the Mazda 3 this fall. SPCCI sounds pretty similar to a how a standard gasoline engine achieves ignition: with a spark plug. Not really sure if that should be called compression ignition then? But it does have a nice fuel economy boost, going from a combined 31 mpg for the current Mazda 3 to 44 mpg, although probably around a third of that fuel economy savings is from the mild hybrid system.

$this->bbcode_second_pass_quote('', 'M')azda’s SkyActiv-X powertrain, set to be the first production compression-ignition gasoline engine. SkyActiv-X (pronounced “ex” not “ten”) is the powertrain side of the next iteration of Mazda’s continual push to cut its corporate average emissions ratings while boosting fuel economy. Today’s engine families are called SkyActiv-G and SkyActiv-D, for gasoline and diesel, respectively. Compared to SkyActiv-G, X is intended to improve fuel efficiency by 20-30 percent while also boosting torque 10-20 percent, relative to today’s 2.0-liter engine. Today’s Mazda 3 2.0-liter automatic hatchback, for instance, produces 155 horsepower and 150 pound-feet of torque, and returns EPA figures of 28 miles per gallon city and 37 mpg highway.

The secret to this new performance is gasoline compression ignition, which harnesses many of the benefits that diesel engines have enjoyed for years. Normal gasoline engines set fire to a mixture of fuel and air, which expands throughout the cylinder and forces the piston down. But by squeezing a very lean mix of air and gasoline until it explodes spontaneously, like in a diesel engine, Mazda engineers say the SkyActiv-X engine can produce more torque, waste less heat, and use less fuel overall. Many automakers have explored the idea, but no one has been able to get it ready for a production model – until now. Essentially, more power is produced over a shorter period of time each time, because compression ignition is much more violent than simply lighting an air-fuel mixture. Mazda research and development engineer Jay Chen likens it to popping an inflated balloon instead of simply letting the air out through the neck.

Most of the time, the engine runs in what Mazda calls Spark Controlled Compression Ignition (SPCCI) mode. A very lean mix (i.e., there’s a high proportion of air to gasoline) is ingested in the compression stroke, swirling around thanks to a special piston design; the supercharger is used to add extra air if needed to thin out the mixture. Then right as the piston reaches top dead center, with that mix almost ready to ignite of its own accord, the engine sprays in another small amount of fuel and ignites it with a spark plug. That explosion pushes the remaining air-fuel mix over the edge into an explosion, producing lots of power very quickly. That was Mazda’s innovation: using a spark plug to kick-start compression ignition. Otherwise, engineers say, it’s very difficult to get the explosion to happen at precisely the right time. To keep tabs on the whole process, pressure sensors in each cylinder give feedback to the engine computer: “Only now are our engine control processors fast enough to control this event by event by event.”

Other times, however, the Mazda engine runs like a regular spark-ignition engine. It switches to this mode primarily in high-load, high-RPM running; for performance, in other words, compression ignition still won’t do the job. But because the engine always uses a spark plug all the time, engineers say the engine can “seamlessly” alternate between the two running modes.

[Carnot]

This reply is merely to correct an very significant error in the cut and paste text of the previous posting. The Mazda Sky active is an ICE- meaning internal combustion engine, not an internal explosion engine as the writer suggests. Were the fuel air mixture to explode that would create pressures and shock waves that would destroy an engine in short order. Combustion engines rely on the fuel and air mixture burning at a subsonic rate causing a progressive rise in pressure, ideally with much of the burning occurring before TDC. Thus on the expansion stroke more of the contained energy in the fuel is transferred to the crankshaft. Burning post TDC results in less power and increases thermal losses in the exhaust, as the fuel energy is not captured as well during expansion.

Actual flame speeds are quite low. The burning speed is typically <10 m/s, and the laminar flame speed < 2m/s. Information from Internal Combustion Engine Fundamentals p 409-410. There are situations where an explosion can occur in both diesel and spark ignition engines, and is accompanied with a metallic pinging noise due to the shock waves and pressures, as corresponding loss of power.

Light distillate fuels. ie. gasoline are not optimised for compression ignition, unlike diesel fuels. High octane number in effect raises the autoignition point of gasoline to in excess of 300 deg C, whereas as diesel fuels, including kerosine, will autoignite in the area of about 220 deg C. Previous attempts to use light distillate fuels in a compression ignition engines was not successful. This technology was known as HCCI (homogenous charge compression ignition). Much of the problem was due to the high autoignition temperature of gasoline. Reformulating the fuel to a more diesel like make up with a lower autognition point would have required a completely new fuel type. This though technically possible would be commercially challenging requiring tanks and pumps in the filling stations.

[AdamB]

$this->bbcode_second_pass_quote('Carnot', 'T')his reply is merely to correct an very significant error in the cut and paste text of the previous posting. The Mazda Sky active is an ICE- meaning internal combustion engine, not an internal explosion engine as the writer suggests. Were the fuel air mixture to explode that would create pressures and shock waves that would destroy an engine in short order. Combustion engines rely on the fuel and air mixture burning at a subsonic rate causing a progressive rise in pressure, ideally with much of the burning occurring before TDC. Thus on the expansion stroke more of the contained energy in the fuel is transferred to the crankshaft. Burning post TDC results in less power and increases thermal losses in the exhaust, as the fuel energy is not captured as well during expansion.

Actual flame speeds are quite low. The burning speed is typically <10 m/s, and the laminar flame speed < 2m/s. Information from Internal Combustion Engine Fundamentals p 409-410. There are situations where an explosion can occur in both diesel and spark ignition engines, and is accompanied with a metallic pinging noise due to the shock waves and pressures, as corresponding loss of power.

Light distillate fuels. ie. gasoline are not optimised for compression ignition, unlike diesel fuels. High octane number in effect raises the autoignition point of gasoline to in excess of 300 deg C, whereas as diesel fuels, including kerosine, will autoignite in the area of about 220 deg C. Previous attempts to use light distillate fuels in a compression ignition engines was not successful. This technology was known as HCCI (homogenous charge compression ignition). Much of the problem was due to the high autoignition temperature of gasoline. Reformulating the fuel to a more diesel like make up with a lower autognition point would have required a completely new fuel type. This though technically possible would be commercially challenging requiring tanks and pumps in the filling stations.

[Tanada]

$this->bbcode_second_pass_quote('', '[')b]Homogeneous Charge Compression Ignition (HCCI) Market Latest In-Depth Report Segment by Manufacturers, Type, Applications and Dynamics

Jul 16, 2020 (Profound via COMTEX) -- Homogeneous charge compression ignition (HCCI) is a type of an internal combustion engine, where a homogeneous mixture of fuel and air is injected into the combustion chamber with a high air-fuel (a/f) ratio, the injected mixture is compressed until it auto-ignites, without the use of spark plug unlike spark ignition (SI) engines. HCCI has a very lean combustion process, which offers simultaneous reductions in both NOx and soot emissions from internal combustion engines. In the automotive industry, HCCI is considered as an alternative to conventional diesel combustion due to increasingly stringent diesel emissions limits, globally. HCCI plays an important role to enhance engine performance and reduce vehicle emissions.

The improving automotive infrastructure in emerging nations, increasing production and sales of vehicles, stringent environmental norms, growing concern over environment safety, and vehicle emissions are some of the factors that are responsible for the growth of this market.

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[Tory123]

$this->bbcode_second_pass_quote('Carnot', 'T')his reply is merely to correct an very significant error in the cut and paste text of the previous posting. The Mazda Sky active is an ICE- meaning internal combustion engine, not an internal explosion engine as the writer suggests. Were the fuel air mixture to explode that would create pressures and shock waves that would destroy an engine in short order. Combustion engines rely on the fuel and air mixture burning at a subsonic rate causing a progressive rise in pressure, ideally with much of the burning occurring before TDC. Thus on the expansion stroke more of the contained energy in the fuel is transferred to the crankshaft. Burning post TDC results in less power and increases thermal losses in the exhaust, as the fuel energy is not captured as well during expansion.

Actual flame speeds are quite low. The burning speed is typically <10 m/s, and the laminar flame speed < 2m/s. Information from Internal Combustion Engine Fundamentals p 409-410. There are situations where an explosion can occur in both diesel and spark ignition engines, and is accompanied with a metallic pinging noise due to the shock waves and pressures, as corresponding loss of power.

Light distillate fuels. ie. gasoline are not optimised for compression ignition, unlike diesel fuels. High octane number in effect raises the autoignition point of gasoline to in excess of 300 deg C, whereas as diesel fuels, including kerosine, will autoignite in the area of about 220 deg C. Previous attempts to use light distillate fuels in a compression ignition engines was not successful. This technology was known as HCCI (homogenous charge compression ignition). Much of the problem was due to the high autoignition temperature of gasoline. Reformulating the fuel to a more diesel like make up with a lower autognition point would have required a completely new fuel type. This though technically possible would be commercially challenging requiring tanks and pumps in the filling stations.