Stop Chasing Moving Targets ? Nodal/Digital Hybrid Architectures May Prove to have a Lower Total Carbon Footprint than Strait EVs.

#Hybrids #Engines #Hybrid #Automotive

WHY did we replace primarily-analog Vacuum Tubes with primarily-digital Transistors ? The short answer is that the electronics industry had reached a point of diminishing returns in applying an analog architecture.

It was realized that any desired analog functions could be satisfied by buffered digital functions. The ease of digital component manufacturing (and the reliability of parts-commonality architectures) quickly won out.

After growing up a corporate brat of a major powersports company and thinking about engines nearly every day for 52 years (1972), I've concluded there is only ONE way that ICEs can permanently surpass strait EVs in total Carbon footprint.

Impossible ? - Actually, no. And in all truth, I would think this inevitable as our society rushes headlong into an EV future environmentally jam-packed with very dense E/M fields.

Remember 1hp = 745 Watts. About 11,000 continuous watts are required to 'cruise' a typical car. That is ONLY THE NET. The balance (of the gross portion) after thermal emissions MUST go into the air. (I'll let you do your own calculation as to how much Wattage that is).

Years ago we were worried about cell phone health issues based on fractional-amperage devices. Yet today we seem perfectly willing to put a tight circle of dozens of 150~250-HP (112,000+ watt) electric motors and high-power electronics around all future pedestrians.

Are there any independent health studies involving dynamic E/M emissions (the kind from electric motors and their controllers, not just power lines)? Do we want to know if there is a problem ? Apparently not. Instead, we cite studies that involve only power lines (static AC sources) from many, many decades ago. So perhaps we are seeing only what we want to see, because we've discovered we absolutely love the torque of EV automobiles.

I am a proponent for?re-thinking the ICE as a digital output device (moving away from variable-speed/load engines, towards digital (multiplexed and buffered)?in order to take advantage of a substantially higher peak in ICE efficiency if variable loads and variable RPM requirements are removed from the equation; Narrowly-tuned for ONE condition (maximizing the efficiency peak, while also optimizing exhaust catalyst performance.).

A true physically-digital ICE does not idle. - Ever. Nor does it operate over a range of rpm. A truly digital ICE is either 'on' at it's optimum BMEP/rpm. Or, it is 'off'. Nothing in-between being either necessary nor advantageous for efficiency or emissions.

Q: What can you do with such a 'dumb' engine ? A: What we did with a 'dumb' transistor. Imagine a nodal ICE Hybrid which digitally scales itself up or down in real time for varying load conditions. Efficiency is higher because in a digital architecture, no more 'engine' is running than is needed for the current load; Efficiency losses, both from running an unnecessarily large engine and from energy storage are kept much closer to a theoretical minimum.

Reiterating: Follow the energy: In a physically-Digital Hybrid, not only are you running the minimum size of 'engine' for the circumstance, you are also avoiding storing any more energy (Hydraulic?) than needed. So overall efficiency losses are kept as low as possible.

One type of Node, when used in arrays, can replace dozens of different models of engines. The basic design need not change, just the number of Nodes packaged for each application. Such Nodes can be massively mass-produced to fill even niche markets to bring down the cost to a level which would eventually undercut 'analog' ICE product lines.

Long-term reliability of Multiplexed Architectures: There is a fascinating effect regarding the long-term reliability of a Nodal-Multiplexed system: Such an architecture is collectively longer-lasting than it's individual Node TBO would intuitively suggest.

This is because each Node is not 'on' all the time; The overall longevity of such a multiplexed system is longer than the longevity of each Node within that system. This interesting effect compensates for the 'start-up scuff' disadvantage. And if the lubrication system is also shared (along with the cooling system), then start-up scuff would no longer be much of an issue. So the overall effect may well be greater longevity than analog ICEs.

Existing constant-load ICEs are all adapted from variable-speed engines (plus they still have an idle mode) So believe it or not, no one has designed or commercially-implemented a true, digital-mode ICE for use in arrays with (ideally a hydraulic) buffer.

Design a small, massively-mass-produced digital ICE from scratch for just ONE mode. Engineered to have it's peaks in efficiency, power, lowest emissions and lowest vibration to coincide at one particular RPM and load.

Stop chasing all these multiple moving targets that limit efficiency. Analog ICEs are by definition, a compromise on many different levels. Instead, engineer a digital ICE for use in small arrays to fill wider applications with actually fewer SKUs because one type of Node can be applied to so many applications.

Nodes would be switched fly-by-wire; on or off in varying order and under a stable load controlled by a central computer to keep nodes evenly used and in their sweet spot. Waste heat would be shared to keep all the nodes warm (less radiator needed).

So, what is likely NOT required in a digital/nodal ICE system ? Here is a list:

1. No dead inertial weight (flywheels and dampeners not needed if there is no idle mode). This is also what would allow 'instant start' to bring a 1-cylinder node up to it's operating frequency/rpm/load in 1/4 second or less. Yes, each node requires a starter, but the 'starter' could be simply to back-drive the hydraulic PTO pump, so with careful design, each Node's starter is almost free from a COGS perspective.
2. Likely 1 less compression ring (think about it).
3. No Variable fuel injection, including the variable timing elements of injection because a slight variation in delivery pressure is all that is really needed for temperature & atmospheric compensations.
4. No TPS/MAF & idle systems.
5. No Variable ignition timing.
6. No Variable valve timing.
7. No Crazy modes often needed for idle or low loads just to keep the idle mode happy or to warm up the exhaust catalysts.
8. No tiny/expensive (and clog-prone) orifices just to accommodate idle. This would reduce the cost of on-board fuel filtration and related service issues.
9. No Traditional large radiator (as mentioned before, the spread-out nature of a nodal system means the waste heat from any running node is being used to keep all nodes within temperature range whether they are running or not).
10. No Multiple cylinders (a single-cylinder ICE node CAN be almost vibration-less if it operates within a pre-engineered sweet spot of rpm and load. This will compensate for the requirement of having several nodes in each alternative system. The fact that each node would be identical would inevitably drive the costs down below analog systems.
11. No Fasteners (Recycled, not rebuilt).
12. No Toxic Rebuilding Process (Crushed/recycled, not rebuilt).
13. No Downtime (Replace a bad node at your leisure at a truck stop). In the mean time, the computer avoids turning that node on. The inherent redundancy of a nodal architecture would also be attractive for aircraft.
14. No large exhaust systems (Constant loads/volumes allow much more effective noise cancelling through precise pressure wave management).
15. Less Cat (Constant exhaust temps/volumes mean each catalyst chamber is more effective; without being under-heated or over-heated; so the overall amount of catalyst needed is less).

The overall effects of using a digital architecture: Easier HCCI / Constant-volumes ensure ideal catalyst performance (lower emissions) / More effective mufflers / No dead reciprocating weight (flywheels) / Minimizing the size of batteries or hydraulic buffers / Minimizing losses from running a large engine at minimal loads / Minimizing energy storage via 'Just-in-time, just-what's-needed' power production / Reduction of pollution from the engine rebuilding industry (Fastener-less designs which are crush-recycled, not rebuilt).

Once refined for efficient mass-production, a digital/nodal architecture would in theory have a substantially smaller total carbon footprint even than strait EVs.

HCCI would never get any easier than this (if wide variables are removed). A small array of mass-produced HCCI nodes can be more efficient than any analog hybrid and also potentially greatly reduce the size of energy storage to just capacitor-like buffers instead. Hydraulic buffers would then become VERY practical (avoiding EMR risks).

What is required in a nodal system ? (a much shorter list): 1. A totally-integrated starter/Power take off (PTO) to keep nodes compact. This 'starter' should be simply to back-drive the PTO pump if this dual purpose is kept in the designer's mind. 2. A multi-medium 'manifold' for the nodes running some length of the vehicle's undercarriage. 3. A buffer to help hide the digital nature from the operator/driver. (Perhaps this could be a small buffer integrated to each low-cost, mass-produced node).

The manifold itself could integrate a hydraulic, electric or a Carbon Fiber spring buffer to supplement the buffer built into each node. A digital ICE architecture could even be?hydraulic instead of electric, while being?more efficient than current hybrids (avoiding toxic battery construction and strong EMF fields).

CARB (and FAA) certification would be easier if an engine manufacturer can fill-out their entire product line with simpler digital nodes vs a traditional analog product line of several individually-complicated engines (Tooling costs would be lower).

The later 'upgrade potential' when nodes begin to be replaced is awesome, yet gradual, which makes it more likely the customer will be able to afford upgrading in the first place. But the first question we need to ask ourselves is: Why?are we still using variable-speed, variable- load engines in hybrids ?

Analog ICEs are quite comparable to vacuum tubes when they were at their peak of design. However despite their advanced design and construction, analog vacuum tubes were quickly replaced by new nodal (digital) architectures. Although still electronic, transistors proved far superior when multiplexed with a buffer to create analog effects when needed.

'More than the sum of it's parts' was a lesson we never applied much outside of electronics. We used the principal in brick buildings (created a Human revolution). Then we used the principal in digital electronics (created another Human revolution and even potentially artificial intelligence). Then we ... Stopped there ?

There are many applications for multiplexing that lay between bricks (7,500 years ago) and the electronics of today. Nature uses multiplexing to a far greater degree than we do. I suppose this is because it is hard for us to visualize solving complex problems by using arrays of such 'dumb' components as bricks or transistors; Not our intuitive comfort zone.

We invent the 'brick' before we know the potential of what it will be used to create.

Remember: Electronics already IS hydraulics with electrons as fluid. The problem is that high-power electronics are potentially, one of our future health hazards; Imagine the EMF of a 100~250 hp electric motor emanating from nearly every car around you in traffic ?

Of note are articles by Joel M. Moskowitz, Ph.D. Director of the Center for Family and Community Health, School of Public Health, University of California, Berkeley.

https://www.saferemr.com/

Unfortunately most of the research on vehicular EMR safety has been done mostly only regarding passengers in individual vehicles. The collective effect of a future Human environment absolutely jam-packed with 100+ hp EVs is unknown.

E/M Shielding ? Don't count on that as being all that effective. Every electronics engineer knows that the more you try to bottle up the Gennie, the more robust, heat-dissipative and 'cross-talk'-resistant all of those bottled-up components have to be. Shielding on the scale required for a low E/M emission 200+hp EV is not going to be nearly as easy as it sounds.

Currently there are minimal legal requirements to limit Human E/M exposure inside or outside EVs. It will hit the industry hard when (inevitably) substantial shielding is required. This is because it is not just the occupants to consider; It is also everyone else. Presently EVs are a small percentage of vehicles. But what happens in 10 years ? 'Saturation' and Human E/M exposure that will make today's already-alarming levels look tame.

A less EMF-intensive alternative for vehicles (such as hydraulic-digital-nodal ICE hybrids) would seem to be a wise field of research to avoid putting all of our eggs in an environmental basket already packed with EMR fields. Not to mention the huge vulnerability of a 100% electric culture to EMP attacks and solar flares. We need technical diversity to survive such things.

Hydro-Mechanical engineers (and new architectures) may be our best hope for balance and the technological diversity we will need. Moderation is a good thing. We have already created 'instant-start' fully-integrated starters for hybrids. This small step is already pointing towards physically-digital architectures for ICEs whether we know it or not.

A new architecture is a leap of faith. No conventional engine exists which can serve as an efficient node. Not even close.?Adapting existing small ICEs as nodes would fail.

EEs could not demonstrate the advantage of a digital architecture by holding up an existing vacuum tube;?They had to prototype an array of actual transistors?(Totally different design philosophy from Vacuum Tubes)?to show that purpose-built digital devices could be used to fulfill analog applications; And that the manufacturing cost of a digital approach would be low enough for the big players in their industry to commit.

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Author:?Jeffrey D. Krause is a 41 year veteran of product design across many industries. Several hundreds of projects for fortune 100 corporations to small funded startups.

Co-founder of SeaBotix, Inc. (most-publicized case study in SolidWorks history, Featured in the James Cameron film 'Sanctum' and eventually aquired by multinational Teledyne.

Co-founder of GizzMoVest LLC (Unique Tactile Composites for Aerospace & Medical applications) since 2011.

Lead a CAD team of 6 in design-detailing a Port Tractor Truck (entire commercial vehicle, the Ottawa YT90).

Long before that Jeffrey grew up a corporate brat of the Engine sales/R&D Division of American Kawasaki (Now Kawasaki Engines USA); Disassembling, analyzing and reassembling countless different engine designs for pure curiosity from age 7 on.

https://www.dhirubhai.net/pulse/business-development-build-race-car-consultant-vp-jeff-krause/

https://www.dhirubhai.net/pulse/things-keep-mind-you-want-start-business-jeffrey-d-krause-texhc/