We frequently get questions about different aspects of LHI. I will be posting some of them here in the hopes that readers will find the info interesting or helpful.
Q. I don’t know what to say when somebody makes impossible claims about their new product. This design seems similar to a Prius, except that the hydraulic system will store much less energy than the battery in an electric hybrid. How could this possibly double the mileage of the Prius? The hydraulic hybrid system is well-known. It is fine for delivery trucks, but offers few benefits for a general-purpose car.
A. The hydraulic system has the benefit of storing energy at a much faster rate than the electric hybrid. It is true that the electric hybrid system can store a larger amount of energy, but that energy is also not free because of the fact that the electric system cannot recover the full amount of energy in even a normal driving cycle stop. The Prius often runs the gas engine in order to maintain energy levels in the batteries. In terms of energy density the two systems may be comparable but in terms of storage rate and efficiency the hydraulic system has an advantage. This coupled with the fact that a turbo diesel engine is about twice as efficient as the gasoline engine in the prius and the body design of LH4 improves the already excellent drag characteristics of the Prius with a lighter chasis and body substantiates our claim of doubling the efficiency of the Prius.
Showing posts with label hydraulics. Show all posts
Showing posts with label hydraulics. Show all posts
Friday, July 24, 2009
Wednesday, July 22, 2009
Q&A: Leaks in the Hydraulic System
We frequently get questions about different aspects of LHI. I will be posting some of them here in the hopes that readers will find the info interesting or helpful.
Q: Fantastic concept. What about oil leaks from the hydraulic systems and the resulting fire hazards? I have seen industrial hydraulic systems that, over time, tend to get leaky.
A: Certain types of seals work better than others. If you are clever enough in how you design your manifold you can eliminate most of the hoses or piping in the plumbing. By sticking to mainly o-ring and mechanical seals in the few seals that you have you can largely eliminate leaks from the system.
In fact, you may remember that we had a leak in our hydraulic system minutes before our May 27 Open House. While it was messy, it was no more messy, or dangerous, than a standard oil leak.
Q: Fantastic concept. What about oil leaks from the hydraulic systems and the resulting fire hazards? I have seen industrial hydraulic systems that, over time, tend to get leaky.
A: Certain types of seals work better than others. If you are clever enough in how you design your manifold you can eliminate most of the hoses or piping in the plumbing. By sticking to mainly o-ring and mechanical seals in the few seals that you have you can largely eliminate leaks from the system.
In fact, you may remember that we had a leak in our hydraulic system minutes before our May 27 Open House. While it was messy, it was no more messy, or dangerous, than a standard oil leak.
Tuesday, July 21, 2009
Q&A: Pneumatic Hybrid
We frequently get questions about different aspects of LHI. I will be posting some of them here in the hopes that readers will find the info interesting or helpful.
Q: The actual energy storage is in the gas in the bladder of the hydraulic accumulator. Why not have a pneumatic hybrid? Way back in 1930, a diesel-pneumatic was more efficient than a diesel-electric, and air is cheap and easy to store.
A: The Hydraulic Hybrid in this configuration is essentially a pneumatic hybrid as mentioned. The energy is in fact stored by compressing air. The air that is compressed is nitrogen gas which is held in the accumulator bladder. The advantage of the hydraulic system is that you are pumping an incompressible fluid which allows you to achieve higher flow rates in a smaller package. A one hundred horsepower compressor that would allow you to compress and store enough energy to accelerate the vehicle from a stop would be half the size of the vehicle itself. Imagine an industrial air compressor. As I understand most pneumatic hybrid vehicles use a smaller compressor that runs continuously at a low power setting. The one hundred horsepower hydraulic pump occupies much less than a cubic foot of space and only weighs 45 pounds.
Q: The actual energy storage is in the gas in the bladder of the hydraulic accumulator. Why not have a pneumatic hybrid? Way back in 1930, a diesel-pneumatic was more efficient than a diesel-electric, and air is cheap and easy to store.
A: The Hydraulic Hybrid in this configuration is essentially a pneumatic hybrid as mentioned. The energy is in fact stored by compressing air. The air that is compressed is nitrogen gas which is held in the accumulator bladder. The advantage of the hydraulic system is that you are pumping an incompressible fluid which allows you to achieve higher flow rates in a smaller package. A one hundred horsepower compressor that would allow you to compress and store enough energy to accelerate the vehicle from a stop would be half the size of the vehicle itself. Imagine an industrial air compressor. As I understand most pneumatic hybrid vehicles use a smaller compressor that runs continuously at a low power setting. The one hundred horsepower hydraulic pump occupies much less than a cubic foot of space and only weighs 45 pounds.
Saturday, March 14, 2009
Lightning Hybrids Technical Solutions
We have recently clarified our Technical Solutions on our webpage and wanted to post them here as well.
We welcome questions and comments.
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Engine/Power Plant Technology
The 2010 and 2011 versions of the LH3 and LH4 will showcase a 90 HP Diesel/BioDiesel engine currently rated at 90 MPG in Europe, mated in parallel to a 150 HP Hydraulic motor/pump and accumulator system. The parallel system will provide 0-60 MPH in less than 6 seconds, and full highway cruising speeds, with an estimated top speed of 110 MPH.
By 2012, Lightning Hybrids will offer an exclusive new engine currently under development. The specific design details are still secret, pending US and international patent filings. Several patent filings are underway, the most significant attributable to Sam Johnson's design of an integrated hydraulic axial piston engine. Specific features of the power drive-train are as follows:
• 100 HP and 100 Lbs
• biodiesel or diesel
• true cylinder deactivation for high part load efficiency
• no transmission
• no valves, flywheel or crankshaft weights
• 150 MPG
Hydraulic Storage Technology
A small carbon fiber accumulator operating between 5000-7000 psi will provide for braking recovery energy storage, and will provide power for a full throttle launch to 60 MPH in under 6 seconds.
Vehicle Chassis
Conventional frame design techniques fabricated from chrome molybdenum tubing provide the major structural elements. By the 2012 model year, we expect to replace all metal with Carbon Fiber, to further reduce weight and increase structural stiffness.
Vehicle Shell and Aerodynamics
Lightning Hybrids has developed a unique and ultra-fast design to prototype process. By leveraging CAD and CAM systems throughout the entire design process, a large 5-axis Router, and a proprietary approach to molding and layup, LHI can go from designing to having production body parts in less than a week. This allows for ultra fast design iteration, and the ability to develop a variety of options and configurations, with a relatively small investment.
We welcome questions and comments.
-------------------------------------------------------
Engine/Power Plant Technology
The 2010 and 2011 versions of the LH3 and LH4 will showcase a 90 HP Diesel/BioDiesel engine currently rated at 90 MPG in Europe, mated in parallel to a 150 HP Hydraulic motor/pump and accumulator system. The parallel system will provide 0-60 MPH in less than 6 seconds, and full highway cruising speeds, with an estimated top speed of 110 MPH.
By 2012, Lightning Hybrids will offer an exclusive new engine currently under development. The specific design details are still secret, pending US and international patent filings. Several patent filings are underway, the most significant attributable to Sam Johnson's design of an integrated hydraulic axial piston engine. Specific features of the power drive-train are as follows:
• 100 HP and 100 Lbs
• biodiesel or diesel
• true cylinder deactivation for high part load efficiency
• no transmission
• no valves, flywheel or crankshaft weights
• 150 MPG
Hydraulic Storage Technology
A small carbon fiber accumulator operating between 5000-7000 psi will provide for braking recovery energy storage, and will provide power for a full throttle launch to 60 MPH in under 6 seconds.
Vehicle Chassis
Conventional frame design techniques fabricated from chrome molybdenum tubing provide the major structural elements. By the 2012 model year, we expect to replace all metal with Carbon Fiber, to further reduce weight and increase structural stiffness.
Vehicle Shell and Aerodynamics
Lightning Hybrids has developed a unique and ultra-fast design to prototype process. By leveraging CAD and CAM systems throughout the entire design process, a large 5-axis Router, and a proprietary approach to molding and layup, LHI can go from designing to having production body parts in less than a week. This allows for ultra fast design iteration, and the ability to develop a variety of options and configurations, with a relatively small investment.
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