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ShinerBock

LVTX

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Joined: 02/22/2015

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Posted: 04/16/21 12:31pm Link  |  Quote  |  Print  |  Notify Moderator

Groover wrote:

ShinerBock wrote:

Groover wrote:


If the 4.5l engine is expected to do the work of a 6.7l it will be interesting to read what they did to ensure long life.


The 4.5L is pushing a 175kW(234 mechanical horsepower) electric motor in a hybrid setup so it is not primarily the diesel engine that is doing the work. Very similar to a diesel-electric train setup.


But all of the power still originates with the diesel engine unless there is a plug in battery pack that I am missing.


Yes, there is a battery. It is in the technical drawings in the link that I posted.

[image]


2014 Ram 2500 CTD
Highland Ridge Silverstar 378RBS

stsmark

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Posted: 04/17/21 10:23am Link  |  Quote  |  Print  |  Notify Moderator

It’s very similar to the Hyllion ERX. They’re using CNG for the generator fuel. Dana is their partner on the drive axle/ motor.

BenK

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Posted: 04/17/21 10:35am Link  |  Quote  |  Print  |  Notify Moderator

RoyJ....ditto...that chart is almost exactly what PWM looks like from experience in Industrial Motor Controls

Add that today's computer systems & injector systems are fast enough to keep the combustion chamber at the diesel stoichiometric air-fuel ratio 14.5:1 and even leaner in other parts of the CC

Am guessing so much leaner to get as complete a burn as can...that NoX might become an even higher issue(s)



RoyJ wrote:

Both real exciting technologies in the diesel front. The Skip Fire is almost like PWM for electric motors, and may be the big step we're waiting for in in-cylinder emissions control vs relying solely on after-treatment. Hopefully 1 day we can look back at the past 15 years as a "interim" emissions phase, much like gas engines of the 70s and 80s.

I've been saying for years we should look at series hybrids used on trains (GE's AC-AC drives can hit 90+% efficiency). It's much easier to optimize your prime mover for a few set-points, than a 3-D map of rpm vs throttle position.

With a battery, we can't use pure AC-AC of course. But a battery is also necessary because unlike a locomotive, we need more than 8 throttle settings, and also need instant response. The extra reserve capacity of the battery should make up for the rectification / inversion losses of AC-DC-AC.



-Ben Picture of my rig
1996 GMC SLT Suburban 3/4 ton K3500/7.4L/4:1/+150Kmiles orig owner...
1980 Chevy Silverado C10/long bed/"BUILT" 5.7L/3:73/1 ton helper springs/+329Kmiles, bought it from dad...
1998 Mazda B2500 (1/2 ton) pickup, 2nd owner...
Praise Dyno Brake equiped and all have "nose bleed" braking!
Previous trucks/offroaders: 40's Jeep restored in mid 60's / 69 DuneBuggy (approx +1K lb: VW pan/200hpCorvair: eng, cam, dual carb'w velocity stacks'n 18" runners, 4spd transaxle) made myself from ground up / 1970 Toyota FJ40 / 1973 K5 Blazer (2dr Tahoe, 1 ton axles front/rear, +255K miles when sold it)...
Sold the boat (looking for another): Trophy with twin 150's...
51 cylinders in household, what's yours?...

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