Introduction

Diesel Hybrid Automobiles and a

Greener, More Independent
Future
Weston Eidson
weston@webmail.us

History
First Hybrid Vehicles
Jacob Lohner & Co in Vienna,
Austria produced electric cars
from 1898 to 1906.
Ferdinand Porsche, one of
Lohners employees developed
a drive system based on fitting
an electric motor to each front
wheel without transmissions
(hub mounted).
Vehicles of this type were known
as Lohner-Porsches.

History Cont.
Racing version of the
front wheel driven,
petrol-electric Lohner
"Porsche - This vehicle
was entered in the 1900
"Semmering" race and is
driven by Dr. Porsche him
self.
Too Expensive to Compete
with conventional
propulsion so they were
abandoned.
Some claim Porsche
invented the first four
wheel drive car which was
also a hybrid.

History Cont.

Main reason for the early development was to assist the meager power of
the internal combustion engine, when this was no longer needed the idea of
the electric hybrid went dormant for decades.
In 1905 H. Piper filed a patent for a petrol-electric hybrid vehicle. His idea was
to use an electric motor to assist an internal-combustion engine, mainly to
augment the ICE to let the vehicle accelerate to 40 kilometers (25 miles) per hour
in 10 seconds, instead of the usual 30.
By the time the patent was issued, three and a half years later, engines had
become powerful enough to achieve this kind of performance on their own.
From 1897 to 1907, the Compagnie Parisienne des Voitures Electriques (roughly,
Paris Electric Car Company), built a series of electric and hybrid vehicles,
including the 1903 Krieger. With front-drive and power steering, the Krieger
wasn't built in much quantity. One model ran on alcohol, and there was another
version with what has been described as a gasoline-turbine engine; in those
times, the term "turbine" sometimes meant generator."
Cheap petrol and advances in ICE and automobile production in general (Henry
Ford) gradually killed off the Hybrid "Cars".

History Cont.
A notable exceptions is
the1921 Owen Magnetic
Model 60 Touring which
uses a gasoline engine to
run a generator that
supplies electric power to
motors mounted in each
of the rear wheels.
Similar to Submarines

History Cont.
Hybrid cars did not appear again until the in
1960's and 1970's, when cars like the 1965
GM512 and especially the 1973 VW Taxi Hybrid
Vehicle which was produced in the wake of the
Arab Oil embargo.

But Hybrid Vehicle technology did not

disappear its development continued in
another arena.

Chicagos Own: Pioneer Zephyr

Record time from Denver to Chicago using
Diesel-Electric power
1934 made the 1,015 mile trip in just over
13 hours with an average speed of 77
MPH
112.5 mph

Zephyrs Locomotion

The Pioneer Zephyr, like modern locomotives, is essentially an electric train

that doesn't need overhead wires or a third rail. Instead, it generates the
electricity it needs with its own diesel power plant on board.
The generator converts the mechanical power output of the diesel engine
into electricity.
Here's How: The engine crankshaft extends into the generator, where it is
wrapped with coils of conducting wire and is surrounded by a stationary
magnetic field. A DC electric current is produced in the coil as the shaft
rotates in the magnetic field. The electricity runs motors that turn the wheels,
setting the train in motion.
The Pioneer Zephyr could generate up to 750 volts of electricity to move the
train.

Zephyrs Locomotion Cont.

The Zephyr's diesel-electric power plant generated 600

horsepower, making the Zephyr more energy efficient than
steam locomotives. But a new kind of engine was only one
improvement in CB&Q's revolutionary train. The next step
was to put the engine in an equally efficient body.
Diesel-electric locomotives are more efficient than steam
locomotives at turning heat into useful mechanical energy.
In a steam locomotive, burning fuel boils water, converting
it into steam. The expanding steam pushes the pistons that
turn the wheels. A lot of heat, or energy, is lost in
making and delivering steam.
In a diesel-electric locomotive, burning diesel fuel pushes
the pistons directly. Converting this mechanical energy
at the traction motors for the wheels occurs with much
less heat loss.
This is why diesel-electric locomotives can convert up to
40% of the heat from burning fuel into useful power. Steam
locomotives could rarely do better than 6% because of their
greater heat loss.

In Chicago: U-505

Diesel on the Surface

Diesel engines propelled U-boats on the surface, while electric motors
provided power underwater. The U-505 had two nine-cylinder, 2,200
horsepower, turbocharged diesel engines, each of which turned a screw or
propeller. Using diesel power, the U-505 had a top speed of 18.3 knots.
Cruising at 12 knots, the U-505 could travel as far as 11,000 nautical miles
before having to refuel. At times, temperatures in U-505s diesel engine
room exceeded 100F, and the noise was literally deafening. To make
matters worse, the fumes made the crews food taste like diesel fuel.
Electric when Submerged
When U-boats dove, the only air for the crew to breathe came from air
trapped in the boat and a small number of oxygen bottles. The U-505 could
not use the diesel engines underwater because the engines would have
consumed all the available air and created exhaust, causing the crew to
suffocate. Before diving, the diesel engines were disconnected so that two
500 horsepower, battery-powered electric motors could propel the boat
underwater. Running on the electric motors, U-505 reached a top speed of 7
knots. After traveling a maximum of 63 miles, the boat was forced to surface
and use its diesel engines to recharge its electric batteries.

Hybrid Electric Vehicle

Though not todays hybrids the previous
examples laid the groundwork.
The Subs Could Run on Only Diesel
Power However.

Diesel Over Gasoline

New Diesel cars produce less carbon dioxide and

nitrous oxide and get 20 to 40 percent better
mileage than vehicles already on the market.
Revised federal pollution rules that took effect in
January reduce the allowable sulfur content of
diesel fuel from 500 to 15 parts per million, and
the new cars are outfitted with sophisticated
exhaust and filtering systems that further cut
pollution.
Consumers will pay extra for a diesel, though not
as much as the $2,000 to $7,000 tacked on to the
price of gas-electric hybrids. For instance, a
Mercedes-Benz E320 diesel sedan costs about
$1,000 more than a similar gas model.
But it gets more than 35 miles per gallon, about 10
miles per gallon better than a comparable gasfueled Mercedes.

Diesel Over Gasoline Cont.

Makers of diesel vehicles say they
also are prepared to seek a
consumer tax break similar to the
one hybrid buyers enjoy, about a
$2,000 federal deduction.
Chrysler, which is owned by German
automaker DaimlerChrysler and also
makes Dodge and Jeep brands, will
offer diesel-powered passenger cars.
But Ford Motor Co. and General
Motors Corp. plan to limit their diesel
business to trucks until they see how
the American market for passenger
cars unfolds.

Diesel Over Gasoline Cont.

Autobytel Inc., an online auto
marketplace, showed 72 percent
of Americans would "absolutely"
consider buying a diesel vehicle.
J.D. Power and Associates
forecasts that diesels, which
currently account for just 3.4
percent of the cars on the road in
the United States, will hit 15
percent within eight years. By
comparison, J.D. Power projects
that by 2011 hybrids will have
only about 3 percent of the
market, 11 years after the first
one came ashore.

Diesel Over Gasoline Cont.

unlike gas-powered cars, diesels do not emit high levels of

carbon dioxide, a critical greenhouse gas. Diesel pollution
has come from nitrous oxide and particulate emissions,
which contribute to smog and acid rain. But the new fuel,
used with the new filter and exhaust systems, significantly
cuts so-called "nox" and particulate emissions.
A four-cylinder diesel engine also can be more powerful
than a similar-size six-cylinder gasoline engine, and a sixcylinder diesel can best a gas-guzzling V-8. Diesel-powered
eight-cylinder SUVs, such as the line Mercedes-Benz
intends to introduce next year, can achieve at least 24 miles
per gallon, far better than the 10 to 16 miles per gallon
many SUVs get.
Durability is another selling point for diesels, say
automakers. Because the engines are so well made, it is
not uncommon for them to last 500,000 miles, whereas a
gasoline engine that logs 150,000 miles is considered
ancient.
Urea, a common chemical compound, will have to be
periodically replenished by owners, causing the
Environmental Protection Agency to worry it will not be
done but onboard computers can remind drivers and if
need be limit the performance of the vehicle until the
reservoir is filled, similar to filling windshield wiper fluid.

How Hybrids Work

http://videos.howstuffworks.com/mazda-hy
brid-video.htm

Diesel Hybrid Best of Both

Worlds
source at BMW is still confident that current
diesels have hybrids beat. "Hybrid cars are
very good for slow and stop-start driving but
not so good at higher speeds. Overall, our
diesel vehicles are still more economical." A
diesel-hybrid could be even more economical.

Problem Has Been Price

More Expensive Engine
Buckling the Systems
Chassis

How the Diesel Hybrid Works

Case Study, Peugeot Citron
Hybrid technology using a petrol engine is not very
competitive financially, and does not offer significantly
better fuel economy or CO2 emission performance than
a conventional HDi diesel engine. However, PSA
Peugeot Citron believes that combining a hybrid
powertrain with an HDi engine would constitute a step
change in terms of improved fuel economy and lower
CO2 emissions in Europe, where diesel engines are
already widely used.
PSA Peugeot Citron statement

Case Study Cont.

Model year 2010, Looks Closest to coming to
Market, At least in Europe
The hybrids deliver average combined city
and highway fuel consumption of 3.4 liters per
100 kilometers (69 mpg US), with 90 grams of
CO2 emitted per kilometera tank-to-wheel
record for compact cars, the most popular
segment in Europe. This is about 25% better
than a similar vehicle equipped with a
gasoline hybrid system, or as much as a liter
per 100 kilometers in combined city and
highway driving.
Todays Toyota Prius is estimated at 52/45
MPG

Case Study Cont.

PSA Peugeot Citrons Hybrid HDi technology includes:
1.6-liter HDi engine and diesel particulate filter system
(DPFS)
New-generation Stop & Start system
Electric motor and inverter
High-voltage battery pack
Dedicated control electronics
All-electric mode for speeds under 50 kilometers an hour
(31 mph)
Driver selection of Extended ZEV (Zero Emission
Vehicle, i.e., all-electric) mode
Electronically-managed gearbox

Case Study Cont.

Case Study Cont.

Engine
The prototype marks the first
combination of the 1.6-liter, 66
kW HDi engine with the latest
generation Stop & Start
system. The company added a
dedicated control system to the
engine, using operating
instructions coordinated
directly by the powertrain
management unit (PTMU),
most notably for engine starts
and stops, while also
guaranteeing delivery of the
torque required by the driver.

The engine, with the diesel

particulate filter system
(DPFS), meets Euro-4
standards.

Toyota Prius
Gasoline engine: 1.5-L, 16valve, 4-cylinder,
cast-aluminum block and head,
EFI Atkinson cycle VVTi (Variable Valve
Timing with
intelligence), 13:0:1
compression ratio, 70 hp
at 4,500 rpm, 82 lb-ft of torque
at 4,200 rpm

Case Study Cont.

Case Study Cont.

Case Study Cont.

Stop & Start system. The Stop & Start system used in
the Hybride HDi powertrain is based on the technology
integrated in both the Citron C2 and C3. The new
system has 40% more power than the first generation to
support the easier starting of the 1.6-liter diesel.
In the hybrid powertrain, the Stop & Start system restarts
the ICE. While the Stop & Start function is only used on
the C3 when the vehicle is stationary, the engine stop
function can occur at any given moment on the Hybride
HDi, as soon as the vehicles speed falls below 60
kilometers an hour (37 mph).

Case Study Cont.

Electric motor and inverter, The

synchronous permanent magnet electric
motor develops 16 kW of continuous power,
with 80 Nm of torque. It offers peak power of
23 kW and 130 Nm to meet occasional
demand from the driver.
PSA Peugeot Citron opted for the volume
and performance of the motor to ensure that
the all-electric mode would be used for
speeds up to 50 kilometers per houra
speed typical of city driving.
Connected to the inverter, the motor
operates in a voltage range from 210 to 380
volts. In the restricted space available, this
electric motor/inverter does not enable use
of the conventional engine cooling circuit,
whose typical temperature is too high.
Water cooling is therefore provided by a
special radiator and a low-temperature
cooling circuit at 60C.
For main road and highway driving, the
electric motor can provide a 35% power
boost for extra acceleration.

Toyota Prius
Electric motor: Three-phase AC permanent
magnet with peak power of 33 kW/44 hp
at 1,0405,600 rpm, peak torque of
350.0 N-m/258 lb/ft (0400 rpm)

Case Study Cont.

Battery system. The battery pack

consists of 240 NiMH (Nickel-Metal
Hydride) cells that deliver 23 kW of
power at a nominal voltage of 288
volts. The cells are cooled by special
air intakes that recover air from the
passenger compartment, taking
advantage of its temperature control.
There is also a conventional 12V
storage battery, which continues to
handle its usual functions.
The high-voltage battery pack fits in
the rear part of the Groups platform 2
vehicles (base for the Peugeot 307
and Citron C4) in place of the spare
tire, following a slight modification to
the cut-out in this compartment.
Adding the batteries does not reduce
trunk capacity for any of the vehicles.

Toyota Prius
Battery: Sealed nickel-metal hydride
battery,
274 volts

Case Study Cont.

All-electric mode: Zero Emission Vehicle
(ZEV). The driver can use a special switch to
access an extended all-electric mode that
expands the operating range for the vehicle in
this mode. In this case, the ICE is only
activated for more prolonged acceleration.
The extended all-electric mode is de-activated
either automatically, when the high-voltage
battery pack no longer has a sufficient charge,
or manually, by using the dedicated switch.

Case Study Cont.

Economics and Future. PSA Peugeot Citron says that while it

could market its Hybride HDi vehicles as early as 2010, the
introduction is dependent upon its ability to make the technology
available at an affordable price.
Today, the price gap between a Hybride HDi model and a
comparable diesel HDi model is still too wide and would have to be
halved to make diesel hybrid vehicles accessible to most
consumers.
The Group is planning a two-pronged approach to reach that goal:
Extensive R&D on the four areas that generate most of the extra
cost: high-voltage batteries, electric motor/generator, inverter and
the regenerative braking system.
Unite the expertise of equipment manufacturers and research
laboratories to focus on this project.
PSA Peugeot Citron has asked the French Agency for Industrial
Innovation to support the project.

Case Study Cont.

Case Study Cont. CO2

Band
CO2 emissions
A
<100 g/km

101-120 g/km

Peugeot Citron Has Tested at (80

g/km) city and (90 g/km) highway

Examples
Honda Insight petrol electric hybrid
(80 g/km)
Smart diesel (90 g/km)

Toyota Prius 1.5 litre petrol-electric

hybrid (104 g/km)
Smart car 0.7 litre petrol (113
g/km)
Citroen C2 1.4 litre diesel (108
g/km)
Ford Fiesta 1.4 diesel (114 g/km
CO2)

Smart Car Diesel Hybrid

The diesel hybrid version of the smart car consumes just
2.9 liters of fuel/100 km (81 mpg US).
The diesel hybrid combines a 20 kW electric motor with
the 30 kW (40 hp) diesel engine. The design is much the
same as Crosstown (gasoline) hybrid, with the electric
motor providing start-stop functionality, drive assistance,
shift delay bridging and regenerative braking.
Because the cars shift delays are bridged by the electric
motor, it only needs 17.8 seconds to accelerate from
zero to 100 km/h. Thats ten percenttwo seconds
better than with a conventional diesel drive.

Smart Car Diesel Hybrid Cont.

The Diesel Is Much More Economical in
terms of MPG
No Commercial Plans Yet However

Where Are We Now?

Chicago CTA
Chicago, Among Other Cities Has a Small Test
Fleet of Diesel Hybrid Busses.
Hybrid buses are a good example of what Ive been
saying for some time: there really is no downside
when it comes to protecting the environment, said
Mayor Daley. It improves public health; it beautifies
the city; it saves money; and it enhances the quality of
life.
The New Flyer hybrid bus is powered by both a diesel
engine and electric motor for improved fuel efficiency;
and up to a 90 percent reduction in emissions
compared to a diesel powered bus.

Chicago CTA Cont.

We will be evaluating the performance of these hybrid buses in

Chicagos extreme weather conditions and compare the two types of
drive systems to determine if hybrid buses are suitable as future
additions to CTAs fleet, said CTA President Frank Kruesi. Other
new buses in our fleet are equipped with low-emission engines that
produce 60 percent fewer emissions than the buses they are
replacing, so if the hybrids perform well, we have the potential for
emission levels to fall even further.
The 20 hybrid buses are part of CTAs larger investment of 650 lowemission buses that are replacing aging buses in CTAs fleet. The
buses are manufactured by New Flyer in St. Cloud, Minnesota. The
average cost of a hybrid bus is $530,000, compared to $341,000 for
a standard diesel bus.
Notice the Battery Packs on top of the bus

Chicago CTA Cont.

Emission levels from CTA

buses in 2005 was 22 percent
of 564 tons less than the
annual emission level in 1997,
even as ridership has grown by
12 percent over the same
period. By converting to ultra
low sulfur diesel fuel in 2003,
the CTA is well ahead of
schedule in implementing the
2007 Federal Emission
requirements for reduced
particulate matter and carbon
monoxide.

Chicago CTA Cont.

The Two Forms Of Hybrids
Discussed
The first 10 hybrid buses to arrive will be equipped with a parallel

drive system, which is similar to a hybrid system found in a car. An

on-board computer blends the diesel engine power and the electric
motor power from the battery unit for optimum efficiency. When the
vehicle leaves a stop, it will operate initially on electric power and as
its speed increases, it will operate on a combination of electric
power and diesel engine power until it reaches an optimum speed
where it will operate entirely on the diesel engine.
The second 10 to arrive will be equipped with a series drive system,
which is a more traditional generator-driven traction motor
propulsion system. In this system, the diesel engine runs a
generator. The generator provides electric power to the traction
motors which, in turn, power the bus. A computer manages power to
the traction motors and battery. At certain times during operation,
the bus runs on generator power or battery power.

Second Form of Hybrid

Mild Hybrid Chevrolet found 10% increase

in fuel economy by shutting down and
restarting the engine on demand .
Conventional vehicles with oversized starter
motors, allowing the engine to be turned off
whenever the car is coasting, braking, or
stopped, yet restart quickly and cleanly.
Accessories can continue to run on electrical
power while the engine is off
Some have Regenerative Braking
Many people do not consider these to be
hybrids at all since they do not have hybrid
drivetrains (there is no electric motor to drive
the vehicle), and these vehicles do not
achieve the fuel economy of full hybrid
models.

Future of Diesel Hybrids

Aptera hybrid is to be built from lightweight composites,

and designed to deliver its 330 mpg in normal city and
highway driving and demonstrate acceleration and
handling similar to that of a Honda Insight.
Production powertrain will consist of a 12 hp (9 kW) diesel
engine with a 25 hp (19 kW) permanent magnet DC motor.
(Accelerated Composites is designing the prototype with a
gasoline engine for cost.) The electric motor is coupled
through a Continuously Variable Transmission (CVT);
when the engine is off the car can run on the electric motor
alone.
The company plans to use ultracapacitors for energy
storage, although it is working with lightweight lead gauze
batteries in the prototype. (Lead gauze batteries suspend
the electrolyte in a gauze material.)
The Aptera weighs 850 lbs and is made almost entirely of
lightweight composites, based on Accelerated Composites
Panelized Automated Composite Construction (PAC2)
process. It accelerates from 060 mpg in 11 seconds, and
has a top speed of 95 mph.

Future of Diesel Hybrids Cont.

BMW Rumor
source at BMW is still
confident that current diesels
have hybrids beat. "Hybrid
cars are very good for slow
and stop-start driving but not
so good at higher speeds.
Overall, our diesel vehicles
are still more economical." A
diesel-hybrid could be even
more economical.
working on diesel hybrid
versions of its 5-Series
sedan and X5 sport utility
vehicle, both in time for
2010.

Future of Diesel Hybrids Cont.

Based on the new 2006 MercedesBenz S-Class, the Bluetec Hybrid

uses what the company claims to
be the "cleanest diesel in the
world." A process called Selective
Catalytic Reduction--literally the
use of urea injected into the
exhaust--neutralizes gases and
reduces nitrogen oxide emissions
by 80 percent.
The hybrid system allows a twentypercent reduction in fuel
consumption compared to a
conventional S-Class diesel.
Zero to sixty mph in just over seven
seconds--about as fast a gasolinepowered V-6 S-class
However looks as though the
company will prefer to further
research fuel cells

Future of Diesel Hybrids Cont.

Toyota to sell diesel hybrid by 2010

thanks to Isuzu
Toyota's recent purchase of a 5.9%
stake in Isuzu will bear fruit in 2010
when the Japanese juggernaut
marries its Synergy hybrid drive
system with a diesel engine.
Presumably such a hook up was
made possible, or at least hastened,
by the expertise in diesels that Isuzu
brings to the table.
as diesel engines excel in efficiency
when cruising at highway speeds,
much more so than a gasoline
engine, which to this point has
always been the electric motor's
dance partner in modern hybrids.
JapanToday is reporting that a Toyota
subcompact with this diesel hybrid
drivetrain will be available as soon as
2010.

Future of Diesel Hybrids Cont.

1.7-liter CDTI engine, delivers up to 25 to 30

percent improved fuel economy
59 miles per gallon
Integrating both hybrid and diesel technology
could add up to $8,000 to the price of a vehicle,
which may limit its appeal to American
consumers. "Even (with gas at) $3 a gallon,
$8,000 (more) is a lot to pay."
DaimlerChrysler's future diesel hybrids will be
based on the hybrid technology being
developed with GM and would be available in
late 2007 or early 2008, according to Quinnell.
In the future, "Adding the hybrid option would
be an option to check off," as customers do
today to request a turbo-charged engine,
Quinnell said.

Future of Diesel Hybrids Cont.

Ford Concept: Making Hybrids Sporty and Cool with a

Lithium Ion battery, 65 mpg , All-Wheel Drive, and a
Solar Catching Sun Roof to Power the Lights

Customize to Hybridize
1. California Motors
A. Hybrid Powertrain Additions
B. Bio-Diesel Hybrid
1.

There is a natural compliment between the

properties of a diesel engine and the properties
of an electric motor. Working together these two
propulsion methods create an optimal system
for moving large mass with quick acceleration
and maximum fuel efficiency. Military
implementations have yielded not only
maximum performance, but also stealthy
operation in combat scenarios. Hybrid Buses
and shuttles benefit tremendously given their
frequent stops and starts.

http://www.calmotors.com/

This Just In
Zytek
Standard vehicle Zytek dual mode
hybrid Fuel economy (Urban)
5.9l/100km, 47.9 mpg No fuel used
in electric drive
Fuel economy (Combined)
4.6l/100km, 61.4 mpg 3.2l/100km,
88mpg (corrected to charge neutral,
ie with no net change in battery
state of charge)
Overall CO2 (Tank-wheel) 121g/km
85g/km Acceleration 0-100kph
15.53s Under 12s (about 0-60)

This Just In Cont.

Plug in
Dual Mode
Todays passenger car production hybrids are either parallel or dual mode
systems. Pure series hybrids offer high efficiency at low speeds but this
greatly reduces as speed increases, and hence this drivetrain only finds
application in low speed, stop start vehicles such as inner city buses. Parallel
hybrids have the internal combustion engine permanently coupled to the
wheels so are more efficient at high speeds, but offer less flexibility to
optimise the drive for low speed duty cycles.
A new generation of dual mode transmissions offer the ability to operate in
series or parallel mode so the drive can be optimised for each operating
condition, but they are generally more complex and therefore larger and more
expensive. There are also inevitable compromises in todays production dualmode designs.
Zyteks novel solution is a dual-mode hybrid that eliminates these
compromises by using sophisticated control strategies to replace clutches
and complex epicyclic gearsets. In addition to the many advantages of dualmode operation, this reduces component count, eliminates wearing friction
surfaces, reduces packaging volume and substantially reduces manufacturing
costs. The design also allows each motor to be optimised for its function
within the drivetrain.

This Just In Cont.

Five Door Competition

5,000 Grant from UK
Government

Conclusion
Less Diesel
Consumed, Less
Dependant
Diesel Also Can Use
Bio Fuel to Further
Reduce Dependency
Can be Cheaper to
Create/Refine Diesel