For comparison, today's most efficient gasoline engines are achieving about 42-43% thermal efficiency, while diesels are closer to around 50% efficient. Mazda's latest SPCCI SkyActiv-X engine is around 43%, though they have announced the following generation will be achieving 56% efficiency. Will they be using RCCI? No idea, but this does seem like a solution to achieving very high efficiency levels. If this video fascinates you, here are some additional engine videos discussing other companies efficient engine approaches: Mazda SPCCI SkyActiv-X - ua-cam.com/video/yNSxow3W7ek/v-deo.html HCCI Engines - ua-cam.com/video/OVWZFdb_AGc/v-deo.html Infiniti VC-Turbo Engine - ua-cam.com/video/A6H66xfEZC4/v-deo.html Toyota Dynamic Force Engine - ua-cam.com/video/wwLxxZm_LRQ/v-deo.html Gas vs Diesel Engines - ua-cam.com/video/rXVJG9n6BAs/v-deo.html
For diesel engines.. I thought most efficient ones are the largest ones.. like two stroke naval diesel engines with several cubic meters of displacement. I remember vaguely about a Wartsila engine with 14cyl inline and 30 cubic meters displacement, with 100MW of power at 110rpm and claimed and boasted to be the most efficient engine in the world with 61%
It might have been easier to follow if it was done with the wide shot B rolled to any one of 4 stills. Although his explanation was so good that it didn't really matter in this case.
Can you become a professor if this whole UA-cam thing doesn't end up working out sometime down the road? You're a very good lecturer and a professor like you is one who would inspire others to work hard and enjoy their field.
I always had the dream of becoming an engineer, and 2 years ago I started the Electromechanical technician graduation and became the best of my class, great part because of my interest, and after the first time I watch this channel I was absolutely sure that I will study engineering. Thank you for inspire me Jason, greetings from Brazil.
slanahesh I think it largely depends on how the electricity was generated. If by coal or natural gas it might be similar. Remember there is line loss and loss from step up/step down transformers. Additionally there is loss in battery storage. It takes more power to charge than what you get out of a battery.
BrianNC81 None of those things addresses my number 1 issue with ICE cars that are addressed fully by electric cars. Having thousands of fossil fuel burning engines spitting out harmful gases right in front of your face. It's why governments all over the world are looking to ban ICE cars from city centres in the near future.
It's not similar, if i remember correctly with the usual electricity mix a diesel car puts out around 20% less CO2 than an electric car over a period of 150.000km.
Now this is intelligent. Not like a DPF where it's a sticking plaster on a bullet hole. Tackling base efficiency is far more important and will have a far greater overall impact.
Yep, while I fully understand the need for the emissions equipment, if there are base efficiency solutions which eliminate the need for it through cooler combustion and better fuel mixing, it's a far greater solution.
I know it's still a way off but as I see it if it's burning as much as possible it should be leaving behind as little as possible so this goes toward both. Then there are the side benefits of having to use less fuel such as having to refine less, deliver less and so on. It's a shame it's taken this long for this type or research to come along after years of stick on emissions killers which only really help in a test scenario.
DPF's are one of the most cynical test cheats ever. Even if we ignore them having to regen which then throws all the crap they catch out the back anyway, they add backpressure which uses more energy so they cost efficiency all the time the engine is running and a lot more at higher rpm. They also need making, controlling, a load of fuel dumping into them to get a regen and all the extra heat that makes has ramifications for any other components near them then on top of all that they will eventually (some not so long) fail and need replacement which adds more waste and energy again. Obviously none of us want to breathe a load of soot in but I'm convinced there are better ways of dealing with it (centrifugal exhaust filter, maybe?) and I'm pretty sure DPF's don't actually help over the vehicle's whole life if you take everything into account.
Not to mention, on semi trucks DPF, and DEF systems are unreliable and tend to crap out frequently. And when they do, it can be a very expensive repair.
Have you ever thought about making a video on carbon fiber, fiberglass, etc? It'd be pretty cool to see a video on the science behind those materials and their selection is various vehicles, various applications, how they drastically impact a vehicles performance at speeds, their durability to high temperatures and pressure, ... that sort of stuff. Also thanks for the informative video, great work!
In Eastern Europe there has been a growing interest in Diesel to CNG conversions, where the engine uses up to 70% CNG (Compressed Natural Gas) and 30% Diesel.
Thank you very much Sir, during 2011-2015 I visited this channel to help my study on mech engineering. And today on 2020, again and again, visit this channel to get clearest explanation of RCCI. Bravo!
I find it quite amazing how the threat of electric vehicles have created this wild fire of innovation in combustion engine efficiency. Hopefully CEs are here to stay long enough for my kids enjoy the sound of their car's first start up or the pur of a beautiful engine going by, with some good parenting and some luck they will be driving in that car.
I really don't think there is a "wild fire of innovation". A lot of these technologies have been around for decades, thermal efficiency in the ICE has generally made slow and steady improvements. We're just more aware of it now.
Bryan H the OP is basically saying Tesla, Toyota, and other full electric/ hybrid cars finally got auto engineers to get off their lazy assess and actually work on the technology. Sure many technologies have been around for decades, hell electric cars existed almost a century ago but the big oil companies suppressed any competition until they couldn't anymore. And of course if you dominate a particular sector with no competition then you have no reason to change anything however with the rise of electric cars getting more miles on a single charge than any current combustion engine can get on a tank of gas they had no choice but to actually innovate and not rest on their laurels. They can't rely on their purchased politicians to suppress automotive innovation anymore so now they have to actually be competitive. Edit: turns out it was nearly two centuries ago for electric cars not one. My bad
@@TheJacyn313 the electric car of the early 1900's was actually a large percentage of autos at the time.25%?...idk. But because battery technology could not keep pace with engine upgrades and thus, speed limits, the electric died out. Until now.
As far as I can tell, you suggest liking cars to a lot of the next gen you'll get ok boomered for the mere thought of having to own a car. It won't be everyone, but most will not miss ICE at all, just us.
As a graduate of the UW engine research center I'm happy to see this video and happy to see Professor Reitz continues to develop valuable technology. Thanks!
Nice video about the work we have been doing at UW-Madison! I am just finishing my PhD here and if you would like to continue doing videos on the topic and would like to discuss any of the details, id be more than willing to help spread the word and answer questions... I have been looking at the comments and people are really confused on how this compares to current trchnology.. I think I can help clarify those questions if you want. Also, id like to point out that the efficiencies that are reported by Mazda are break thermal efficiencies (BTE), they consider friction and pumping losses.. in a single cylinder engine we usually report efficiencies as Gross indicated efficiencies (GIE), those do not consider friction or pumping losses mainly because they are difficult to obtain in a single cylinder and we want apples to apples comparisons of the conbustion process alone The 60% number you mentioned was obtained with a ethanol and doped gasoline mixture with EHN and its a gross value.. the BTE value will be lower but still higher than current technologies.. also, there are many nore details and caveats to comparing combustions strategies and thats why they give PhDs to people who work on this
It would be neat to find out if this concept can be made to work on 2500/3500-series trucks (like the Ford Super Duty) which operate at heavy load for hours or days at a time, and generate 1000+ lb-ft of torque. Seems like a win-win if you can improve fuel economy while reducing the need for aftertreatment systems (EGR, DPF, DEF/SCR) which have been highly problematic and unreliable since they came out 10-15 years ago.
Speaking of putting the wrong fuel in a car -- my wife and my 19-year-old step daughter both drive VW TDIs. You would not believe how many guys will stop and "help" them by saying, "You know that's Diesel you're putting in there, right?" LOL!
As an operator of diesel engines in heavy equipment & class 8 & 7trucks, I grossly dislike the D.P.F & D.E.F systems. The former because of its expensive replacement cost which is prone to failure & the latter because it doesn't fare well in very cold climates ie. most of Canada especially the Northern parts. The point being we already have to use two fluids with D.E.F being a nuisance in the cold; if we had to use diesel & gasoline on the same vehicle, this is a lot more acceptable than the other because we are well acquainted with those fuels, over 120+ years. Provided this new fuel system operates flawlessly in ambient temperature extremes of -60℃ to +60℃. Also without to many complexities & also @ a lower cost of operation, while offering comparable if not superior torque, power & (economy) repetition intended. Batteries would be nice but I won't hold my breath as they don't do well in climate extremes, not to mention lack fuel infrastructure. I'll say no more if I haven't already added fuel to the fire. 😔👴🤔😉😊
Back in the 90's they were adding approx 5% propane to tractor trailer engines to improve efficiencies and reduce soot. It worked, but just as you stated, no one wanted to mess with fueling 2 tanks. Also, turbos became more efficient at lower rpm ranges which negated many of the advantages to the fuel mix. Excellent video, I hope they figure out how to transfer this to the masses :-) Thanks Mr EE :-)
I still want to add propane injection to my Silverado with the Duramax. Not so much for the improvement in fuel cost (which is marginal), but to clean up the burn and reduce soot production. I have seen pics of the internals on diesels using propane, and they’re noticeably cleaner. But yeah, the hassle and cost of setting up the tank, injection, then fueling two tanks... that’s why it hasn’t happened on my rig yet. 😕
I'm still kinda scratching my head trying to figure out where the increases in efficiency are coming from. Is it primarily because you have a more homogeneous air fuel mixture in the cylinder and lower overall engine/combustion temps? If that's the case would a diesel-diesel rcci engine bring even higher benefits assuming you could modify the reactivity of the fuel (diesel is more energy dense)? Could water injection be used to prevent auto ignition before the final diesel injection by controlling charge temps? Jason you have provided more questions than answers. I think that's the sign of a good video! Keep up the good work!
I'm no expert, and I could be way off base here, but I can see a few places where the efficiency increases could be coming from. One is the ability to use higher compression ratios with pump gas. Another is based on the ignition properties of gas vs diesel - compression ignition is more effecient than spark ignition, but it's much easier to control compression ignition in diesel than it is in gas. This method seems like a consistent way to do it at all load and rpm ranges, unlike the Mazda hcci engine mentioned in the video which still uses spark ignition at certain load/rpm ranges. Additionally, since the hybrid charge seems to burn cleanly even at ratios of 60% diesel, you don't lose efficiency to additional emissions equipment.
More of the fuel is burned. Engines now a days, aspecially diesel, can't burn all the fuel. All that soot coming out of the exhaust is unburned fuel (from my understanding). So that stuff is burned in the cylinder instead of being pumped out the exhaust.
The gasoline will absorb some heat during the compression stroke reducing the work required. I would like to see this tried with E85. However, burning more of the fuel must be the key and a slower combustion pressure spike after TDC
Great explanation! As an engineer, I always enjoy your clear detail. I experimented with a gas-diesel mix by necessity back in the 1990's. We were around 1,500 miles from home pulling a 5,000# trailer and needed to get back to work though the injection system was failing in a 1983 diesel Suburban due to a GM design failure. The injectors were clogging due to particulate from the injection pump governor. A friend who was a GM technician told me we could run 10% gasoline with no problem. I started at 10% but ended up at 30% gas by mid-way. Got a lot of funny looks at the gas stations but we made it back, replaced the pump/injectors and the vehicle ran for many years afterward so it clearly was feasible even then though not as well controlled as the experiments you outline. I didn't compare the mileage, just wanted to make it back without burning up the engine.
In Europe aftermarket companies have been providing LPG and CNG conversions for Diesel engines, mostly for trucks, for decades. Honestly everything is new to you guys.
Do you know how the different tyre compounds and tread patterns on F1 cars affect their grip in various conditions? If so it would be really cool to see a video on that.
softer tire: lower optimal temperature, more grip BUT shorter life time harder tire: higher optimal temperature, less grip (still a lot, but not as much as a softer tire) BUT longer life time Then there are 2 wet tyre compounds. One has more tread than the other. The tread is there to prevent aqua planing. The wet tyres have more grip on wet surfaces or when its raining but less grip on a dry surface. They also have a lower operating temperature (they are harder)
I think it would be great to hear you explain the pros and cons for installing propane on a gasoline engine. I’ve got a few samurai’s that have had propane installed on them and they’re remarkably clean burning. The oil stays relatively clean throughout its life cycle.
I love how You go about breaking down and simplifying each individual step!! This tech is new to me and 60% efficiency is great comparatively speaking.. Thank U fine Sir!!!
Mileage will vary. Some people have more natural gas supply than others. Increase in passengers would also increase gas supply. It's dependent upon ingested fuel. Cabbages and legumes produce more natural gas than other fuels. I would like to see the natural gas collection system.
Jason, thanks for doing a video on RCCI, I knew you'd love the idea. I had suggested it on the toyota force engine video, but I don't think I had adequately delineated it from HCCI in my description. I don't know how much influence this channel might have in the industry, but I'd love if this video could tip the scales over just enough for an OEM to build a commercial concept of this engine. I think BMW or Audi would be likely homes for this concept, due to their previous experiments with diesel engines and their consumers inured to heavy engineering complexity.
I really can’t wait for these engines to start being in production. I really want to see Prius drivers flock to Mazda or whoever uses this or even Infiniti
Jacob Jazz Hopefully the new cars are faster than the Prius. More than likely not the people that flopped from Prius still are way too conservative to push the pedal down.
Not likely. Prius drivers are more interested in “virtue signaling” than actual total environmental impact. Hence why they keep buying them even as each generation gets more hideous...
Groovy Dude Prius isn't murderous fast, but it's plenty.The drivers just tend to suck. And it feel like driving a shopping cart soit doesn't encourage going any faster.
Hi, you need to know the 60% efficiency is gross indicated thermal efficiency, not BSFC efficiency. the GITE means the power put in cylindar dividing the fuel power, BSFC efficiency is the power output on crankshaft dividing fuel power.
This is a neat video and great explanation. On a related tangent, you could do a video on propane injection systems for Diesel engines. Cleans up the soot pretty dramatically, provides some boost in power (depending on the engine and setup), reduces total fuel cost (propane is a bit cheaper or was at one time, per unit of energy). I’ve been wanting to do this is with my Duramax for some time, mostly to clean up the emissions and reduce soot load inside the engine... but the cost of a DOT-approved tank is holding me back. Some people put RV tanks in a toolbox in the bed, but that’s a bit “amateur hour” for my taste, and certainly not as safe as a properly installed motor vehicle tank.
Can you PLEASE do me a favor and make a video explaining turbo flutter and why it is not "compressor surge"? I'm sick of seeing all of these ignorant comments on other people's videos about how it's caused by the turbo spinning backwards. Please also explain the difference between when it is truly surging and when it is a stall, if you can. Thanks!
I appreciate your enthusiasm. I can't read your screens. Hand written stuff is OK between engineers but not for professional instructors. There needs to be some introductory chemistry review because not many viewers will believe you that diesel is more highly reactive than gasoline. I have more comments on your delivery, but I really do appreciate your enthusiasm!
There's an old film called the diesel story that talks about the invention of the diesel engine and how 26% efficiency was so much better than anything else offered at the time. It would seem that this is another paradigm shift in efficiency for internal combustion engines. Thank you for putting together this informative video.
Your videos are what inspired me to join the University of Wisconsin SAE Racing Club to work on the cars for competition. So cool to see that the research is also coming from my Uni :D
To sum it up,it's simply a way to get rid of spark plugs to ignite gasoline. Although it won't rev as high as a normal gasoline engine . The reason being it has to attain higher compression ratio in order to ignite diesel fuel which in turn results in longer connecting rods and thinner bore . Although it is less polluting than gasoline but still it is never preferable for racing.
Saubro Boro “never preferable for racing”... might want to check in with Audi on that. They successfully campaigned V10 turbodiesel cars at LeMans, and won outright multiple times, before all the hybrid mumbo-jumbo began to be mandated by the rulebook. Lower revs, lots of torque. Still fast.
There are some high revving diesel engines in the market at the moment such as in audi's 3.0 and 4.0 bi turbo diesels that can rev to 5200 rpm and BMW'S N57S which can go to 5400 rpm. Anything higher revving is not even road legal.
A bit over 5k rpm is a normal upper limit for diesels. And this RCCI engine might not be as limited as a pure diesel one, which could mean same revs as modern gasoline engines (6500-7500 rpm max usually). As for racing, there were/are some racing diesels reaching as high as 8000 rpm, so that shouldn't be a problem either.
What I would do… *Ignition Method:* A combination of RCCI and SPCCI, assisted by Pulse Plugs (Plasma Ignition) and Swirl Injectors *Valve Control:* Electronic/Hydropneumatic *Engine Layout:* Boxer-12, counter-rotating cranks *Forced Induction:* Heimholtz Resonance + Electric Supercharger + Quad Turbocharger *Low-reactivity fuel:* Mix of Isobutanol, Lithium Borohydride, Tetraethylbismuth Iodide, and Nitrous Oxide. Refrigerated via Stirling Heat Pump. *High-reactivity fuel:* Emulsified blend of Diesel fuel, Nitromethane, and Ammonium Hydroxide. Warmed via Stirling Heat Pump. *Anti-Detonant:* Mix of Water, Hydrogen Peroxide and Hydrazine. *Energy Recovery:* Thermoelectric Generator,
Thank you for reviewing this new engine design. I don't quite understand how it works based on your description. A few questions: is this a four stroke engine? Is it compression ignition? Are both fuel sources injected in the same ignition cycle? Are there spark plugs? My understanding of how these two fuels work, in my mind a 16 to 1 compression ratio would ignite gasoline very early in the compression stroke causing pre-detonation. Where diesel needs higher compression for auto ignition. From your description I imagined two separate functions of this engine. First I thought this was a two stroke alternating gas and diesel. Second was a mixed fuel four stroke. This second understanding does not make sense to me the way you described it. Gasoline is very volatile compared to diesel. I have had a gas race engine auto ignite on regular pump gas (often called dieseling). The engine continued to run even after shutting off the ignition because the 11.1 to 1 compression of my race engine auto ignited the 87 octane. So, with that in mind, adding gasoline injection to a diesel engine would be akin to nos injection on a gas or propane injection on a diesel. With all that being said, would you be able to give a little more detail as to how this engine design functions? (e.i. the stroke cycle, injection timing, etc.)
unbelievable, that efficiency reach 60%. if it combine with full hybrid system, i think it will reach 90% efficiency. Btw very good information for this new CI system
90% with a combustion engine is barely impossible, because he have to make it from a translatory to a rotatory movement which takes a lot of your "energy". Also the fuel heats up the block, so a lot of the energy which is inside the fuel just goes into heat (check thermodynamics). I guess with the 60% you're really good, compared to the first Watt machines with 3-6% efficiency.
I think If you use a F1 style MGU-H you can possibly get to 70-80% thermal efficiency ( the MGU-H is a generator attached to the exhaust of the engine,so when the engine is running,the hot escaping gases rotate the generator,turns the movement into electricity and powers a electric motor, so what’s wasted in heat is recovered )
I used to develop dual fuel diesel... Natural gas ignited with a little diesel pilot injection, in a standard truck diesel engine (9 to 13 liter). It was fun, but you really need top quality gas and even if you throttle some of the air out at lower to medium loads to get the right lambda, it was very rarely even as efficient as a standard diesel and methane emissions often made it overall worse in terms of CO2. Cost less to run though. We never got on to premixed combustion (company went busy), but the plan was a diesel/methane mix that would be compressed and then ignited with a second diesel shot. We were port fueling gas. Westport and Volvo are just about to start selling a new type of dual fuel engine. Methane-Diesel. It uses Westport's hi-pressure gas/diesel injector. It will direct inject diesel pilot and then direct inject gas at high pressure into the fire. This should solve the methane slip. However the engine can never run on either fuel exclusively. Diesel efficiency should be matched.
How would ceramic coatings help with the thermal efficiency. It should help with this no? And I read about lasers to replace spark plugs, since they can ignite the fuel at multiple places at once. I think the combustion engine can exist for longer, but electric will replace it unless we make carbon neutral fuel (biofuels).
NatoriousGamePlay The same challenges are faced with EVs. Most electricity comes from non-carbon neutral sources. What makes us think we will have much more improvement in EV tech when the pace is just as slow?
Ceramic coatings reduce the amount of heat that is transferred to the piston and combustion chamber, keeping the heat where it belongs, and that is the fire inside the combustion chamber.
Sounds good for high performance heavy duty systems where the add weight of 2nd fuel system is of none to neglectable value to the overall efficiency, for example: power generators (doesn't move at all), heavy industrial transport (mining trucks, diesel locomotives, ships..). Difference in proces efficiency gives a huge advantage here (immediate measurable difference in fuel efficiency). Many aspects that make implementing this proces easy: fixed injection point, small rpm range under load, more abundant space for adding extra system, load conditions are well known.
my thought was the diesel fuel is oily enough to replace the "oil cooling" and i always thought gasoline was more reactive than diesel... like the compression ignition experiment that uses a clear tube and wood shavings
The shade tree welder I thought the lack of compression and proper ignition timing in a gasoline engine were the anti knock qualities, not the fuel itself
One thing I'd like you to make a video about would be power efficiency of engines, where you measure fuel consumer versus power generated. It would be really useful if you're making a generator or hybrid vehicle. Thanks for the great work so far.
tylerx2f01 Yea if you run diesel through the carb but I think Chas meant installing a carb in place of port gasoline injection. While maintaining the direct diesel injection on his diesel engine.
Thank you man I'm studying mechanics and underbody and I've been watching your vids for a couple years now and you have really helped me out so so much man I honestly appreciate what you do, also can you do a segment on batteries, from basics to the car circuitry, speed gauges and fuel and blinkers headlights and battery maintenance, DO and DO NOTS, cheeeeeeeeeers 😁
I can see this being very useful on larger commercial vehicles where you don't have a space/weight concern, and higher efficiency becomes much more useful.
If this set up was used in a vehicle operating at low constant revs (approx 1200rpm) being used effectively as a hybrid diesel electric vehicle with rechargeable batteries and electric motors taking the strain of acceleration and regenerative braking its low emissions could supply a massive mpg and all the torque you might need.
Rcci is based off hcci. And Mazda created spcci to deal with throttle changes and high load driving, as hcci hates that. So realistically hcci is worse than rcci, but spcci is the realistic use of it.
I have a low tech diesel (Toyota 2H) and I tend to mix the diesel with about 10% petrol and 8PSI boost from a supercharger, this combination stops all smoke from my engine. Haven't had it tested for emissions yet as I'm doing a full rebuild on the engine and modifying the body.
I've seen that video, and I understand the differences but i want your opinion about these engines in use, for example for light vehicles, why there are so many diesel cars in europe, durability, pluses and minuses, which are cheaper in the long term, easier to fix, stuff like that.
The reason why there are so many diesel cars in europe is their lower consumption, and diesel is usally the same or a bit cheaper in many european countries, so it is cheaper to run diesel cars. That's it, pretty much. Also some european countries tax based on CO2 emmission, so diesels are less taxed.
really eh? i always wundered that- theres always those different fuel pumps at gas stetions.. and iits waaay cheaper. do u sugest a full tank or mixing?
Eduardo Cabrera i had a teacher that saw a GM military truck back in the 70's! somewhere in south america, also a Caterpillar engine on a tank ! now these technologies are making a come back remember, the first diesel ran on penaut oil ...
_China has bought up mineral rights in Afghanistan so they can manufacture more digital devises and batteries for fat americans with no regard for the environment._
I'd always been told that gasoline was way more reactive than diesel, and thats why trying to run your diesel engine on gasoline would blow it to smithereens! Now I find out it's LESS reactive, after only 5 decades of misinformation! Cool! Super interesting video, btw... Thanks for presenting that info in such a clear, straightforward manner!
Thank you, very good explained. Its impressive after 100+ years of petrol-diesel engines, still have so much place for improvement. It could be perfect for industrial use for compressors, el. power plants, boats e.c. And it would be great if you can make one more video what can we ecspect from the testing 1.9 liter 4 piston GM engine. Keep enlitening world with knowledge, your doing it good 😉
I understand that with this method, the injection is controlled and whatsoever more, but google around for diesel gasoline cocktails, we've been using them for decades for various reasons, one is to avoid paraffin clogging the injectors, as gasoline dissolves the paraffin, two, it produces a much cleaner and expansive combustion with a bit of explosion to speed the diesel up. the engine is of course a diesel engine and deals pretty well with the added power of gasoline, and this without any ecu remapping, there are maps to increase the efficiency, we had engines that would come up with 15% extra power with this method. Also, multifuel engines are around for 3 decades already :) they burn even piss if you need to.
I've been obsessed with cars since the age of 4. So, I would say that car is my life. I'm studying maths and physics at the moment but I'm not exactly good at them. Do you guys think that I should get an Automotive Engineering degree next year when I go to uni? I have a passion for cars, would it be too late for me to drill into physics and maths now? BTW, Jason, I'm always a fan of your videos. Keep it up!
That's really interesting! At this point I would try to develop this concept with GDI, at least for heavy duty engines where there is space available in the head, to eliminate the disadvantages of PFI and exploit VVA.
Amazing concept. This could be the final push for diesel to become the main stream engine choice. Especially with the capability to meet emissions without after treatment filters. That could mean saving a fortune for light duty and heavy duty trucking.
Jason, I know this is an old vid but hear me out. I'm thinking for a while now about putting a carburatteur on an OM606 diesel engine. Getting that mixture and using diesel as ignition. It's an IDI engine.
In general, I love your passion on the subject matters. It is clear you understand what you say. If it is at all possible for you, it would be beneficial to me and perhaps others if you were to slow down the pace of your presentations just a tad. It seems like you are so excited to share your knowledge, you just can’t get it out fast enough. Specific to this topic, I’m curious as to how they determined the sequential injection of the two separate fuels is better than say a single injection of a fuel blend that varies with load.
i feel like just the fact that it uses two different fuels would put some people off for practicality reasons. refueling would be something else though it's a cool idea
The excitement of this guy noting that freaking 60% of efficiency! Lol Seriously. This is an amazing research and I'm looking forward to watch this being applied to formula 1 and then to our daily drivers
Nice video. Learned a few things! I would like to see you touch on stratified fuel injection maybe in a future video. It's used commonly on Audi/VAG gas cars. An interesting thing that VAG does on top of stratified injection is during warmup, the injector fires twice. Not sure if this is 100% accurate but would like to get your input on it. Thanks.
I allways had this idea of usong spark-plugs to help a diesel engine achieve better combustion, thus the amount of diesel fuel inyected could be reduced.... Or maybe use the spark charge to "ignite" the exhaust gases when the exhaust cycle is going on (This will rise exhaust gas temperatures) making the exaust gas easy to filter at the DPF / SCR system.
I am not 100% sure ifd you have covered any of these, but can you do videos on the following? Hydraulic (Swash Plate Pump Based) CVT's Wave Disk Engines Alternative Fuels (Besides Ethanol and Bio-Diesel) such as methanol, dimethyl ether non-hydrogen fuel cells Just some ideas. I don't thinki these topics are covered much on youtube, so it would be a good addition to the channel.
Thanks for this wonderful video. I think the primary challenge with this technology isn't figuring out the performance of the engine. Emissions will be really hard to treat.
Wow. Never expected to learn this much when I started to watch your channel. Thanks! Also, about today's subject: it shows how sometimes physics and engineering is counter intuitive: It beggars belief that to make diesel more efficient, you have to use less diesel and more gasoline, which is less efficient; especially if the combustion in an RCCI engine happens in three phases, and in "regular" diesel engine it is instantaneous. How can that be?
Yes, I indeed found it interesting as well. This has a longer burning combustion phase, and yet it's super efficient, where as ideally you really want instant combustion near TDC.
This isn't new actually! There are some LPG-conversion manufacturers who make systems that add port-injected LPG fuel to direct injected diesel engines, mainly marketed to semi tractors. It works the same: the diesel injectors only inject the amount of diesel fuel needed for low load, and the LPG injectors add LPG fuel based on the load demand, which is more efficient and eliminates the massive black cloud out of the exhaust. This technology was promoted at the time truck manufacturers struggled to meet newer stricter emission regulations without losing efficiency. However the LPG tank size was limited as you can't transport that much LPG fuel without a hazmat license, space and weight is an issue as well, and LPG pumps in motorway side fuel stations are placed in the cars-only zone. Adblue systems are lighter, more compact, and don't have the range per tank issue, so that's what the industry went with despite being only just good enough to meet emissions.
I was wondering what the railroads were doing to run on natural gas. I doubted they'd replace all their diesels. This sounds like it unless some complications hit Diesel electrics hard.
This is not the same thing as what you have described. Gas injection in a diesel does not necessarily create the conditions for HCCI combustion to occur.
Rusty LugNut A diesel engine is per definition a self-combusting, aka "HCCI" engine. It does work exactly the same because it is exactly the same: a shot of diesel self-ignites in a high compression chamber, acting as the ignition and a fraction of the power production, gasoline/LPG/CNG/ethanol/... is mixed with the intake air to increase the energy density of the mixture depending on the load, increasing the power output ánd efficiency. So no, it is nothing new, and yes, it is the exact same thing as the aftermarket diesel LPG systems already commercially available.
This is great! I've looking forward to the day we can get the efficiency of diesel in a gasoline engine. My question is, what are the torque/power output figures like compared to a regular engine of similar size? I know that the Atkinson cycle ROBS an engine of power output while increasing it's efficiency so I'm curious about this one. Imagining this engine in my Prius is orgasmic.
Jason maybe a discussion on thermal efficiency and how it connects to engine efficiency since some myths say the hotter the more efficient. how does thermal efficiency translate to farther distances with the same amount of fuel consumption? (or same distance less fuel usage) ie...big bangs aren't always hot-just higher pressure.
For comparison, today's most efficient gasoline engines are achieving about 42-43% thermal efficiency, while diesels are closer to around 50% efficient. Mazda's latest SPCCI SkyActiv-X engine is around 43%, though they have announced the following generation will be achieving 56% efficiency. Will they be using RCCI? No idea, but this does seem like a solution to achieving very high efficiency levels. If this video fascinates you, here are some additional engine videos discussing other companies efficient engine approaches:
Mazda SPCCI SkyActiv-X - ua-cam.com/video/yNSxow3W7ek/v-deo.html
HCCI Engines - ua-cam.com/video/OVWZFdb_AGc/v-deo.html
Infiniti VC-Turbo Engine - ua-cam.com/video/A6H66xfEZC4/v-deo.html
Toyota Dynamic Force Engine - ua-cam.com/video/wwLxxZm_LRQ/v-deo.html
Gas vs Diesel Engines - ua-cam.com/video/rXVJG9n6BAs/v-deo.html
Can you make comparasion video about those technologies. And what if those technologies combined. Thank you 😀
Are the above video (mentioned in link) available in playlist.
How does the efficiency of RCCI compare to Mazda’s SPCCI
Murphy loves this engine.
For diesel engines.. I thought most efficient ones are the largest ones.. like two stroke naval diesel engines with several cubic meters of displacement. I remember vaguely about a Wartsila engine with 14cyl inline and 30 cubic meters displacement, with 100MW of power at 110rpm and claimed and boasted to be the most efficient engine in the world with 61%
Engineer brain = white board lined up perfectly with edges of screen
Every. Single. Time. :)
B R how else would he do it? We're not savages.
This is relevant to my interests
Not completely... look at all the wasted space (about a quarter) in the upper part ;)
It might have been easier to follow if it was done with the wide shot B rolled to any one of 4 stills. Although his explanation was so good that it didn't really matter in this case.
Can you become a professor if this whole UA-cam thing doesn't end up working out sometime down the road? You're a very good lecturer and a professor like you is one who would inspire others to work hard and enjoy their field.
Thanks for the kind words! No idea what the future holds, but I do quite enjoy teaching and love UA-cam for the time being!
I agree
No! At least he MUST upload if he becomes a professor, EE will never die!
Engineering Explained There are internet education sites which are subscription based. You could apply there.
I can learn from him all day
I always had the dream of becoming an engineer, and 2 years ago I started the Electromechanical technician graduation and became the best of my class, great part because of my interest, and after the first time I watch this channel I was absolutely sure that I will study engineering. Thank you for inspire me Jason, greetings from Brazil.
As always, what an easy to understand explanation! What a cool engine. The idea of 45:1 at idle is unreal!
Thanks Edward, glad you enjoyed the video! Very cool tech indeed!
Pun intended?
my hybrid is 0:0 ratio at idle since it's "off" WOW it's cOOL TECH that was available 100 years ago
I would gladly buy a tank of diesel and a tank of gasoline for 60% efficiency and 45:1 Air Fuel. This is awesome
60% would crush any electric vehicle. Overall eco efficiency is not even better than modern diesel engines which are way worse than 60%
It's still dumping out CO2 and other air pollutants at ground level so no an ICE will never "crush any electric vehicle".
slanahesh I think it largely depends on how the electricity was generated. If by coal or natural gas it might be similar. Remember there is line loss and loss from step up/step down transformers. Additionally there is loss in battery storage. It takes more power to charge than what you get out of a battery.
BrianNC81 None of those things addresses my number 1 issue with ICE cars that are addressed fully by electric cars. Having thousands of fossil fuel burning engines spitting out harmful gases right in front of your face. It's why governments all over the world are looking to ban ICE cars from city centres in the near future.
It's not similar, if i remember correctly with the usual electricity mix a diesel car puts out around 20% less CO2 than an electric car over a period of 150.000km.
Now this is intelligent. Not like a DPF where it's a sticking plaster on a bullet hole. Tackling base efficiency is far more important and will have a far greater overall impact.
Yep, while I fully understand the need for the emissions equipment, if there are base efficiency solutions which eliminate the need for it through cooler combustion and better fuel mixing, it's a far greater solution.
I know it's still a way off but as I see it if it's burning as much as possible it should be leaving behind as little as possible so this goes toward both. Then there are the side benefits of having to use less fuel such as having to refine less, deliver less and so on.
It's a shame it's taken this long for this type or research to come along after years of stick on emissions killers which only really help in a test scenario.
It's what happens when you design by committee and bureaucracy instead of just science, research and engineering.
DPF's are one of the most cynical test cheats ever.
Even if we ignore them having to regen which then throws all the crap they catch out the back anyway, they add backpressure which uses more energy so they cost efficiency all the time the engine is running and a lot more at higher rpm.
They also need making, controlling, a load of fuel dumping into them to get a regen and all the extra heat that makes has ramifications for any other components near them then on top of all that they will eventually (some not so long) fail and need replacement which adds more waste and energy again.
Obviously none of us want to breathe a load of soot in but I'm convinced there are better ways of dealing with it (centrifugal exhaust filter, maybe?) and I'm pretty sure DPF's don't actually help over the vehicle's whole life if you take everything into account.
Not to mention, on semi trucks DPF, and DEF systems are unreliable and tend to crap out frequently. And when they do, it can be a very expensive repair.
Have you ever thought about making a video on carbon fiber, fiberglass, etc? It'd be pretty cool to see a video on the science behind those materials and their selection is various vehicles, various applications, how they drastically impact a vehicles performance at speeds, their durability to high temperatures and pressure, ... that sort of stuff.
Also thanks for the informative video, great work!
In Eastern Europe there has been a growing interest in Diesel to CNG conversions, where the engine uses up to 70% CNG (Compressed Natural Gas) and 30% Diesel.
Thank you very much Sir, during 2011-2015 I visited this channel to help my study on mech engineering. And today on 2020, again and again, visit this channel to get clearest explanation of RCCI. Bravo!
I find it quite amazing how the threat of electric vehicles have created this wild fire of innovation in combustion engine efficiency.
Hopefully CEs are here to stay long enough for my kids enjoy the sound of their car's first start up or the pur of a beautiful engine going by, with some good parenting and some luck they will be driving in that car.
I really don't think there is a "wild fire of innovation". A lot of these technologies have been around for decades, thermal efficiency in the ICE has generally made slow and steady improvements. We're just more aware of it now.
Bryan H the OP is basically saying Tesla, Toyota, and other full electric/ hybrid cars finally got auto engineers to get off their lazy assess and actually work on the technology.
Sure many technologies have been around for decades, hell electric cars existed almost a century ago but the big oil companies suppressed any competition until they couldn't anymore.
And of course if you dominate a particular sector with no competition then you have no reason to change anything however with the rise of electric cars getting more miles on a single charge than any current combustion engine can get on a tank of gas they had no choice but to actually innovate and not rest on their laurels. They can't rely on their purchased politicians to suppress automotive innovation anymore so now they have to actually be competitive.
Edit: turns out it was nearly two centuries ago for electric cars not one. My bad
We'll get them audio sounds coming from under the hood of their eighteen hp electric car.
@@TheJacyn313 the electric car of the early 1900's was actually a large percentage of autos at the time.25%?...idk.
But because battery technology could not keep pace with engine upgrades and thus, speed limits, the electric died out. Until now.
As far as I can tell, you suggest liking cars to a lot of the next gen you'll get ok boomered for the mere thought of having to own a car. It won't be everyone, but most will not miss ICE at all, just us.
As a graduate of the UW engine research center I'm happy to see this video and happy to see Professor Reitz continues to develop valuable technology. Thanks!
*sees whiteboard full to each pixel*
Hell yeah, something good is going down!
Nice video about the work we have been doing at UW-Madison! I am just finishing my PhD here and if you would like to continue doing videos on the topic and would like to discuss any of the details, id be more than willing to help spread the word and answer questions... I have been looking at the comments and people are really confused on how this compares to current trchnology.. I think I can help clarify those questions if you want.
Also, id like to point out that the efficiencies that are reported by Mazda are break thermal efficiencies (BTE), they consider friction and pumping losses.. in a single cylinder engine we usually report efficiencies as Gross indicated efficiencies (GIE), those do not consider friction or pumping losses mainly because they are difficult to obtain in a single cylinder and we want apples to apples comparisons of the conbustion process alone
The 60% number you mentioned was obtained with a ethanol and doped gasoline mixture with EHN and its a gross value.. the BTE value will be lower but still higher than current technologies.. also, there are many nore details and caveats to comparing combustions strategies and thats why they give PhDs to people who work on this
Awesome! Could you shoot me an e-mail so I could send some follow up questions? officialengineeringexplained@gmail.com thanks!!
It would be neat to find out if this concept can be made to work on 2500/3500-series trucks (like the Ford Super Duty) which operate at heavy load for hours or days at a time, and generate 1000+ lb-ft of torque. Seems like a win-win if you can improve fuel economy while reducing the need for aftertreatment systems (EGR, DPF, DEF/SCR) which have been highly problematic and unreliable since they came out 10-15 years ago.
Just dont gas up your TDI.. That will make things very sad. LOL
This was made 20 years ago in post sovietic countries.
I've talked to diesel guys that put 40 percent gasoline in their diesel. But I wouldn't put any more than that in it.
HumbleMechanic we just have to add a little bit of gas on our VWs;)
Speaking of putting the wrong fuel in a car -- my wife and my 19-year-old step daughter both drive VW TDIs. You would not believe how many guys will stop and "help" them by saying, "You know that's Diesel you're putting in there, right?" LOL!
About gassing TDI, some guys have them running on LPG.
I wouldn't understand any of this if you didn't use the whiteboard. Classrooms need teachers like you and use just whiteboards.
Haha, it's certainly not an innovative way of teaching these days, but I think it's wonderfully effective. Glad you enjoyed it!
Correct 😀😀
must be some modern way, for exampe some aplication on smartphone for zombie owners
As an operator of diesel engines in heavy equipment & class 8 & 7trucks, I grossly dislike the D.P.F & D.E.F systems. The former because of its expensive replacement cost which is prone to failure & the latter because it doesn't fare well in very cold climates ie. most of Canada especially the Northern parts. The point being we already have to use two fluids with D.E.F being a nuisance in the cold; if we had to use diesel & gasoline on the same vehicle, this is a lot more acceptable than the other because we are well acquainted with those fuels, over 120+ years. Provided this new fuel system operates flawlessly in ambient temperature extremes of -60℃ to +60℃. Also without to many complexities & also @ a lower cost of operation, while offering comparable if not superior torque, power & (economy) repetition intended. Batteries would be nice but I won't hold my breath as they don't do well in climate extremes, not to mention lack fuel infrastructure. I'll say no more if I haven't already added fuel to the fire. 😔👴🤔😉😊
Back in the 90's they were adding approx 5% propane to tractor trailer engines to improve efficiencies and reduce soot. It worked, but just as you stated, no one wanted to mess with fueling 2 tanks. Also, turbos became more efficient at lower rpm ranges which negated many of the advantages to the fuel mix. Excellent video, I hope they figure out how to transfer this to the masses :-) Thanks Mr EE :-)
I still want to add propane injection to my Silverado with the Duramax. Not so much for the improvement in fuel cost (which is marginal), but to clean up the burn and reduce soot production. I have seen pics of the internals on diesels using propane, and they’re noticeably cleaner. But yeah, the hassle and cost of setting up the tank, injection, then fueling two tanks... that’s why it hasn’t happened on my rig yet. 😕
Diesel Gas exists: Google the two terms and find out about the business that does these additions. The firm is in Brisbane, Queensland Australia
I'm still kinda scratching my head trying to figure out where the increases in efficiency are coming from. Is it primarily because you have a more homogeneous air fuel mixture in the cylinder and lower overall engine/combustion temps?
If that's the case would a diesel-diesel rcci engine bring even higher benefits assuming you could modify the reactivity of the fuel (diesel is more energy dense)? Could water injection be used to prevent auto ignition before the final diesel injection by controlling charge temps?
Jason you have provided more questions than answers. I think that's the sign of a good video! Keep up the good work!
I'm no expert, and I could be way off base here, but I can see a few places where the efficiency increases could be coming from. One is the ability to use higher compression ratios with pump gas. Another is based on the ignition properties of gas vs diesel - compression ignition is more effecient than spark ignition, but it's much easier to control compression ignition in diesel than it is in gas. This method seems like a consistent way to do it at all load and rpm ranges, unlike the Mazda hcci engine mentioned in the video which still uses spark ignition at certain load/rpm ranges. Additionally, since the hybrid charge seems to burn cleanly even at ratios of 60% diesel, you don't lose efficiency to additional emissions equipment.
More of the fuel is burned. Engines now a days, aspecially diesel, can't burn all the fuel. All that soot coming out of the exhaust is unburned fuel (from my understanding). So that stuff is burned in the cylinder instead of being pumped out the exhaust.
The gasoline will absorb some heat during the compression stroke reducing the work required. I would like to see this tried with E85. However, burning more of the fuel must be the key and a slower combustion pressure spike after TDC
Great explanation! As an engineer, I always enjoy your clear detail. I experimented with a gas-diesel mix by necessity back in the 1990's. We were around 1,500 miles from home pulling a 5,000# trailer and needed to get back to work though the injection system was failing in a 1983 diesel Suburban due to a GM design failure. The injectors were clogging due to particulate from the injection pump governor. A friend who was a GM technician told me we could run 10% gasoline with no problem. I started at 10% but ended up at 30% gas by mid-way. Got a lot of funny looks at the gas stations but we made it back, replaced the pump/injectors and the vehicle ran for many years afterward so it clearly was feasible even then though not as well controlled as the experiments you outline. I didn't compare the mileage, just wanted to make it back without burning up the engine.
Excellent video, I had no idea this type of research was underway!
In Europe aftermarket companies have been providing LPG and CNG conversions for Diesel engines, mostly for trucks, for decades. Honestly everything is new to you guys.
Do you know how the different tyre compounds and tread patterns on F1 cars affect their grip in various conditions? If so it would be really cool to see a video on that.
softer tire: lower optimal temperature, more grip BUT shorter life time
harder tire: higher optimal temperature, less grip (still a lot, but not as much as a softer tire) BUT longer life time
Then there are 2 wet tyre compounds. One has more tread than the other. The tread is there to prevent aqua planing.
The wet tyres have more grip on wet surfaces or when its raining but less grip on a dry surface. They also have a lower operating temperature (they are harder)
Tread is completely useless as slick are the tires that provide the most surface area,so the most grip, and the softer the compound more grip there is
grip has nothing to do with surface area, but with friction
wider tyre = more rubber touching the asphalt = more friction = more grip
Redfox [赤い きつね] your confused by your own answer.
I think it would be great to hear you explain the pros and cons for installing propane on a gasoline engine. I’ve got a few samurai’s that have had propane installed on them and they’re remarkably clean burning. The oil stays relatively clean throughout its life cycle.
"...using exhaust after-treatment if they're doing it correctly." Bahaha! VW roasts never get old xD.
I love how You go about breaking down and simplifying each individual step!! This tech is new to me and 60% efficiency is great comparatively speaking.. Thank U fine Sir!!!
Will you make a video about cars that run on natural gas? Would be really interesting
Mileage will vary.
Some people have more natural gas supply than others. Increase in passengers would also increase gas supply.
It's dependent upon ingested fuel. Cabbages and legumes produce more natural gas than other fuels.
I would like to see the natural gas collection system.
there are many gases in the nature. Is metane called "natrural gas" in USA or propane??
I think LPG and methane is used most often
Cars that run on gas are around for a long time.
Methane is the main component of natural gas worldwide, so I assume they are used interchangeably.
great to see how they are trying to come up with new ways to get the most out of the current engine styles.
one of my favourite youtubers keep up the great work
Thanks!
Jason, thanks for doing a video on RCCI, I knew you'd love the idea. I had suggested it on the toyota force engine video, but I don't think I had adequately delineated it from HCCI in my description. I don't know how much influence this channel might have in the industry, but I'd love if this video could tip the scales over just enough for an OEM to build a commercial concept of this engine. I think BMW or Audi would be likely homes for this concept, due to their previous experiments with diesel engines and their consumers inured to heavy engineering complexity.
I really can’t wait for these engines to start being in production. I really want to see Prius drivers flock to Mazda or whoever uses this or even Infiniti
Jacob Jazz
Hopefully the new cars are faster than the Prius. More than likely not the people that flopped from Prius still are way too conservative to push the pedal down.
it has to be mazda?? yuck
Allen TKO What’s wrong with Mazda.
Not likely. Prius drivers are more interested in “virtue signaling” than actual total environmental impact. Hence why they keep buying them even as each generation gets more hideous...
Groovy Dude Prius isn't murderous fast, but it's plenty.The drivers just tend to suck. And it feel like driving a shopping cart soit doesn't encourage going any faster.
Tremendous job on the explanation. All I can think of is how much there is to go wromg
Thank you for a great presentation.
Hi, you need to know the 60% efficiency is gross indicated thermal efficiency, not BSFC efficiency.
the GITE means the power put in cylindar dividing the fuel power, BSFC efficiency is the power output on crankshaft dividing fuel power.
Chiming Yin Hoo is U? why do I need to know?
This is a neat video and great explanation. On a related tangent, you could do a video on propane injection systems for Diesel engines. Cleans up the soot pretty dramatically, provides some boost in power (depending on the engine and setup), reduces total fuel cost (propane is a bit cheaper or was at one time, per unit of energy). I’ve been wanting to do this is with my Duramax for some time, mostly to clean up the emissions and reduce soot load inside the engine... but the cost of a DOT-approved tank is holding me back. Some people put RV tanks in a toolbox in the bed, but that’s a bit “amateur hour” for my taste, and certainly not as safe as a properly installed motor vehicle tank.
Can you PLEASE do me a favor and make a video explaining turbo flutter and why it is not "compressor surge"? I'm sick of seeing all of these ignorant comments on other people's videos about how it's caused by the turbo spinning backwards. Please also explain the difference between when it is truly surging and when it is a stall, if you can.
Thanks!
I appreciate your enthusiasm. I can't read your screens. Hand written stuff is OK between engineers but not for professional instructors. There needs to be some introductory chemistry review because not many viewers will believe you that diesel is more highly reactive than gasoline. I have more comments on your delivery, but I really do appreciate your enthusiasm!
Ok, now im going to convert my BMW 320d to this!
How hard can it be 😀
Good video mate!
Start by figuring out where you’re going to put that second fuel tank, and how you’ll fill it.
Yea, seconding Wouter
Wouter Cloetens That part's easy, how do you think petrol/natural gas duel fuel cars work?
arlo bubble True. In the boot (trunk).
Tudodebomemaisumpoucoeramelhor Is that possible in a diesel? I mean with todays lpg installations?
There's an old film called the diesel story that talks about the invention of the diesel engine and how 26% efficiency was so much better than anything else offered at the time. It would seem that this is another paradigm shift in efficiency for internal combustion engines. Thank you for putting together this informative video.
Next video topic... “How oil and water mixture makes an engine run smoother and more efficient.”
Robert Steich lol
Oil powered engine with water injection.
It's how steam piston engines work. They inject oil in with the steam to lubricate the chamber and rings.
Vinaigrette powered engine
Diesel is oil.
Your videos are what inspired me to join the University of Wisconsin SAE Racing Club to work on the cars for competition. So cool to see that the research is also coming from my Uni :D
To sum it up,it's simply a way to get rid of spark plugs to ignite gasoline.
Although it won't rev as high as a normal gasoline engine .
The reason being it has to attain higher compression ratio in order to ignite diesel fuel which in turn results in longer connecting rods and thinner bore .
Although it is less polluting than gasoline but still it is never preferable for racing.
Saubro Boro “never preferable for racing”... might want to check in with Audi on that. They successfully campaigned V10 turbodiesel cars at LeMans, and won outright multiple times, before all the hybrid mumbo-jumbo began to be mandated by the rulebook. Lower revs, lots of torque. Still fast.
There are some high revving diesel engines in the market at the moment such as in audi's 3.0 and 4.0 bi turbo diesels that can rev to 5200 rpm and BMW'S N57S which can go to 5400 rpm. Anything higher revving is not even road legal.
A bit over 5k rpm is a normal upper limit for diesels. And this RCCI engine might not be as limited as a pure diesel one, which could mean same revs as modern gasoline engines (6500-7500 rpm max usually). As for racing, there were/are some racing diesels reaching as high as 8000 rpm, so that shouldn't be a problem either.
MrThecarfreak777
Yup but racing is not road or traffic work
szafirowy01
It may rev up to 7000rpm but it can't rev up to 18000rpm like an F1 engine.Isn't it?
I love this series. So much gets explained clearly in such a short time.
video on Achates Opposed Piston Engine that was at the Detriot auto show
I will be making one eventually!
awesome thanks
This is basically taking the dual-fuel ignition concept used in medium-speed and low-speed marine Diesel engines and applying it to cars.
Diesel fuel also more lubricative hence adding more longevity to the engine.
Diesel longevity also has a lot to do with using much more oil (stays cleaner longer) and lower rpm.
What I would do…
*Ignition Method:* A combination of RCCI and SPCCI, assisted by Pulse Plugs (Plasma Ignition) and Swirl Injectors
*Valve Control:* Electronic/Hydropneumatic
*Engine Layout:* Boxer-12, counter-rotating cranks
*Forced Induction:* Heimholtz Resonance + Electric Supercharger + Quad Turbocharger
*Low-reactivity fuel:* Mix of Isobutanol, Lithium Borohydride, Tetraethylbismuth Iodide, and Nitrous Oxide. Refrigerated via Stirling Heat Pump.
*High-reactivity fuel:* Emulsified blend of Diesel fuel, Nitromethane, and Ammonium Hydroxide. Warmed via Stirling Heat Pump.
*Anti-Detonant:* Mix of Water, Hydrogen Peroxide and Hydrazine.
*Energy Recovery:* Thermoelectric Generator,
Can you please do a video on Hydrogen powered cars?
Helping me stay interested in my major, thanks dude!
what percentage is a rotary engine like a 13b ?
No idea, I would guess in the 20's.
Engineering Explained ..... Lol really u think as low as 20s... Haha I knew they weren't that good but 20s lol that's crazy
Well many modern engines are still in the 30's, so I don't think it'd be unreasonable to assume. The RX vehicles had terrible fuel economy.
Engineering Explained ...... Yea
what about if we had a theoretical rotary engine that coud rev to 20k
Woud it still have the same thermal efficency or woud it change?
This is actually a really neat idea. This type of engine could run with e85 or diesel as well as a super efficient mode that uses both!
Is it bad that my first thought is what the exhaust would smell like?
Joash Church awww, where's the fun in that.
My first thought is what will it sound like.
It'll smell like unicorn farts
Yes, very bad.
I'm curious how much hp and lb ft the engine he was describing would put out as is
Thank you for reviewing this new engine design. I don't quite understand how it works based on your description. A few questions: is this a four stroke engine? Is it compression ignition? Are both fuel sources injected in the same ignition cycle? Are there spark plugs?
My understanding of how these two fuels work, in my mind a 16 to 1 compression ratio would ignite gasoline very early in the compression stroke causing pre-detonation. Where diesel needs higher compression for auto ignition.
From your description I imagined two separate functions of this engine. First I thought this was a two stroke alternating gas and diesel. Second was a mixed fuel four stroke. This second understanding does not make sense to me the way you described it. Gasoline is very volatile compared to diesel. I have had a gas race engine auto ignite on regular pump gas (often called dieseling). The engine continued to run even after shutting off the ignition because the 11.1 to 1 compression of my race engine auto ignited the 87 octane.
So, with that in mind, adding gasoline injection to a diesel engine would be akin to nos injection on a gas or propane injection on a diesel.
With all that being said, would you be able to give a little more detail as to how this engine design functions? (e.i. the stroke cycle, injection timing, etc.)
unbelievable, that efficiency reach 60%. if it combine with full hybrid system, i think it will reach 90% efficiency. Btw very good information for this new CI system
Thanks, glad you enjoyed the video!
That is a good idea. A two fuel system is manageable if the tanks are not filled frequently in a hybrid.
90% with a combustion engine is barely impossible, because he have to make it from a translatory to a rotatory movement which takes a lot of your "energy". Also the fuel heats up the block, so a lot of the energy which is inside the fuel just goes into heat (check thermodynamics).
I guess with the 60% you're really good, compared to the first Watt machines with 3-6% efficiency.
I think If you use a F1 style MGU-H you can possibly get to 70-80% thermal efficiency ( the MGU-H is a generator attached to the exhaust of the engine,so when the engine is running,the hot escaping gases rotate the generator,turns the movement into electricity and powers a electric motor, so what’s wasted in heat is recovered )
it'd still be 60% eff but w/ hybrid it'd be more economical with the energy from burning
I used to develop dual fuel diesel... Natural gas ignited with a little diesel pilot injection, in a standard truck diesel engine (9 to 13 liter). It was fun, but you really need top quality gas and even if you throttle some of the air out at lower to medium loads to get the right lambda, it was very rarely even as efficient as a standard diesel and methane emissions often made it overall worse in terms of CO2. Cost less to run though.
We never got on to premixed combustion (company went busy), but the plan was a diesel/methane mix that would be compressed and then ignited with a second diesel shot.
We were port fueling gas. Westport and Volvo are just about to start selling a new type of dual fuel engine. Methane-Diesel. It uses Westport's hi-pressure gas/diesel injector. It will direct inject diesel pilot and then direct inject gas at high pressure into the fire. This should solve the methane slip. However the engine can never run on either fuel exclusively. Diesel efficiency should be matched.
How would ceramic coatings help with the thermal efficiency. It should help with this no? And I read about lasers to replace spark plugs, since they can ignite the fuel at multiple places at once. I think the combustion engine can exist for longer, but electric will replace it unless we make carbon neutral fuel (biofuels).
NatoriousGamePlay The same challenges are faced with EVs. Most electricity comes from non-carbon neutral sources. What makes us think we will have much more improvement in EV tech when the pace is just as slow?
Ceramic coatings reduce the amount of heat that is transferred to the piston and combustion chamber, keeping the heat where it belongs, and that is the fire inside the combustion chamber.
Skyline Fever correct.....so.......is there anything else to your reply? I dont think you would get anyone to disagree with you....
I can't think of much else to add.
Sounds good for high performance heavy duty systems where the add weight of 2nd fuel system is of none to neglectable value to the overall efficiency, for example: power generators (doesn't move at all), heavy industrial transport (mining trucks, diesel locomotives, ships..). Difference in proces efficiency gives a huge advantage here (immediate measurable difference in fuel efficiency). Many aspects that make implementing this proces easy: fixed injection point, small rpm range under load, more abundant space for adding extra system, load conditions are well known.
my thought was the diesel fuel is oily enough to replace the "oil cooling" and i always thought gasoline was more reactive than diesel... like the compression ignition experiment that uses a clear tube and wood shavings
stickloaf yea I was kinda caught off guard when it seemed like he said diesel is more reactive
Aaron Purtell. But the anti-knock compounds in gasoline make it less reactive so in a normal gasoline engine it doesn’t knock
The shade tree welder I thought the lack of compression and proper ignition timing in a gasoline engine were the anti knock qualities, not the fuel itself
Aaron Putrell
You thought wrong.
bcubed72 that’s fine, can you explain some of the anti knock properties of gasoline then? What may make it less prone to knocking than a diesel fuel?
One thing I'd like you to make a video about would be power efficiency of engines, where you measure fuel consumer versus power generated. It would be really useful if you're making a generator or hybrid vehicle. Thanks for the great work so far.
Ok, so I'm going to install a carburetor on the air intake of my diesel engine.
@tylerx2f01 just as an experiment.
tylerx2f01 Yea if you run diesel through the carb but I think Chas meant installing a carb in place of port gasoline injection. While maintaining the direct diesel injection on his diesel engine.
Thank you man I'm studying mechanics and underbody and I've been watching your vids for a couple years now and you have really helped me out so so much man I honestly appreciate what you do, also can you do a segment on batteries, from basics to the car circuitry, speed gauges and fuel and blinkers headlights and battery maintenance, DO and DO NOTS, cheeeeeeeeeers 😁
This doesn't sound like a very fun thermodynamics problem.
lool
Jack Markee Carnot cycle the best
"assume ideal carnot cycle" Don't even worry about trying to integrate a real engine.
I can see this being very useful on larger commercial vehicles where you don't have a space/weight concern, and higher efficiency becomes much more useful.
"Cool flame" - My street name lol
If this set up was used in a vehicle operating at low constant revs (approx 1200rpm) being used effectively as a hybrid diesel electric vehicle with rechargeable batteries and electric motors taking the strain of acceleration and regenerative braking its low emissions could supply a massive mpg and all the torque you might need.
Which one do you think is better? SPCCI or RCCI?
I'm thinking about making a comparison video if people are interested. For my thoughts on the various engines, see the pinned comment above.
electric lol
there's always one guy with poor question comprehension.
Eric Cassidy reading *
Rcci is based off hcci. And Mazda created spcci to deal with throttle changes and high load driving, as hcci hates that. So realistically hcci is worse than rcci, but spcci is the realistic use of it.
I have a low tech diesel (Toyota 2H) and I tend to mix the diesel with about 10% petrol and 8PSI boost from a supercharger, this combination stops all smoke from my engine. Haven't had it tested for emissions yet as I'm doing a full rebuild on the engine and modifying the body.
Diesel vs gasoline engines next.
ua-cam.com/video/rXVJG9n6BAs/v-deo.html
I've seen that video, and I understand the differences but i want your opinion about these engines in use, for example for light vehicles, why there are so many diesel cars in europe, durability, pluses and minuses, which are cheaper in the long term, easier to fix, stuff like that.
The reason why there are so many diesel cars in europe is their lower consumption, and diesel is usally the same or a bit cheaper in many european countries, so it is cheaper to run diesel cars. That's it, pretty much. Also some european countries tax based on CO2 emmission, so diesels are less taxed.
@@Cooper19940323 diesel is more taxed in my country and i live in EU, if you drive less than 2000km / month gasoline is cheaper than diesel...
Everytime I think I figured out what you are saying, you make a new video. How the heck do you not get headaches yourself?
Haha, it's definitely stressful at times, but fascinating!
Life Hack : Fuel your car with diesel the next refuel to SAVE MONEY
Bryan Wong lol
I can only approve :D works fine
really eh? i always wundered that- theres always those different fuel pumps at gas stetions.. and iits waaay cheaper. do u sugest a full tank or mixing?
Classics of Design do a 50/50 mix but add a couple of tide pods to break it all down
As usual ... Awesome stuff by Jason sir ... Really thank you for sharing such latest information with us !! Great job 👍
Which car brands use this technology?
Discussed in the video! Testing has been done on Caterpillar and GM engines.
Eduardo Cabrera i had a teacher that saw a GM military truck back in the 70's! somewhere in south america, also a Caterpillar engine on a tank ! now these technologies are making a come back
remember, the first diesel ran on penaut oil ...
Sweet
Great Video as always. Keep on good work. Greetings from Poland :D
Is this what makes my Tesla so efficient?
True Racer you mean your coal powered car ? No.
solar/wind powered tesla is best thing ever. blame coal for being corrupt, not tesla.
Do you know how much energy is needed to manufacture that DAMN battery pack?
L Adam You'll make up for it pretty quick when using only renewable energy.
_China has bought up mineral rights in Afghanistan so they can manufacture more digital devises and batteries for fat americans with no regard for the environment._
I'd always been told that gasoline was way more reactive than diesel, and thats why trying to run your diesel engine on gasoline would blow it to smithereens! Now I find out it's LESS reactive, after only 5 decades of misinformation! Cool! Super interesting video, btw... Thanks for presenting that info in such a clear, straightforward manner!
Thank you, very good explained. Its impressive after 100+ years of petrol-diesel engines, still have so much place for improvement. It could be perfect for industrial use for compressors, el. power plants, boats e.c. And it would be great if you can make one more video what can we ecspect from the testing 1.9 liter 4 piston GM engine. Keep enlitening world with knowledge, your doing it good 😉
Yep, it’s super cool stuff! Could be great for big applications where the dual-fuels wouldn’t be a concern.
I understand that with this method, the injection is controlled and whatsoever more, but google around for diesel gasoline cocktails, we've been using them for decades for various reasons, one is to avoid paraffin clogging the injectors, as gasoline dissolves the paraffin, two, it produces a much cleaner and expansive combustion with a bit of explosion to speed the diesel up. the engine is of course a diesel engine and deals pretty well with the added power of gasoline, and this without any ecu remapping, there are maps to increase the efficiency, we had engines that would come up with 15% extra power with this method. Also, multifuel engines are around for 3 decades already :) they burn even piss if you need to.
I've been obsessed with cars since the age of 4. So, I would say that car is my life. I'm studying maths and physics at the moment but I'm not exactly good at them. Do you guys think that I should get an Automotive Engineering degree next year when I go to uni? I have a passion for cars, would it be too late for me to drill into physics and maths now? BTW, Jason, I'm always a fan of your videos. Keep it up!
Great video, something need to be clarified is, the curve on the top right is a heat release curve, instead of the pressure raise curve.
I just liked because the whiteboard is perfectly alligned with the screen.
That's really interesting! At this point I would try to develop this concept with GDI, at least for heavy duty engines where there is space available in the head, to eliminate the disadvantages of PFI and exploit VVA.
Excellent explenation as always...keep up the good work man.
Amazing concept. This could be the final push for diesel to become the main stream engine choice. Especially with the capability to meet emissions without after treatment filters. That could mean saving a fortune for light duty and heavy duty trucking.
Jason, I know this is an old vid but hear me out. I'm thinking for a while now about putting a carburatteur on an OM606 diesel engine. Getting that mixture and using diesel as ignition. It's an IDI engine.
In general, I love your passion on the subject matters. It is clear you understand what you say. If it is at all possible for you, it would be beneficial to me and perhaps others if you were to slow down the pace of your presentations just a tad. It seems like you are so excited to share your knowledge, you just can’t get it out fast enough.
Specific to this topic, I’m curious as to how they determined the sequential injection of the two separate fuels is better than say a single injection of a fuel blend that varies with load.
I'm glad you explained "high" and "low reactivity".....I would have guessed the opposite.
i feel like just the fact that it uses two different fuels would put some people off for practicality reasons. refueling would be something else though it's a cool idea
A further slight improvement in efficiency could be had by coating the surfaces of the combustion chamber in ceramic.
Thanks, great explanation - appreciate the layman's terms - Be Great, Great Video.
The excitement of this guy noting that freaking 60% of efficiency! Lol
Seriously. This is an amazing research and I'm looking forward to watch this being applied to formula 1 and then to our daily drivers
Nice video. Learned a few things!
I would like to see you touch on stratified fuel injection maybe in a future video. It's used commonly on Audi/VAG gas cars.
An interesting thing that VAG does on top of stratified injection is during warmup, the injector fires twice. Not sure if this is 100% accurate but would like to get your input on it. Thanks.
I allways had this idea of usong spark-plugs to help a diesel engine achieve better combustion, thus the amount of diesel fuel inyected could be reduced.... Or maybe use the spark charge to "ignite" the exhaust gases when the exhaust cycle is going on (This will rise exhaust gas temperatures) making the exaust gas easy to filter at the DPF / SCR system.
I am not 100% sure ifd you have covered any of these, but can you do videos on the following?
Hydraulic (Swash Plate Pump Based) CVT's
Wave Disk Engines
Alternative Fuels (Besides Ethanol and Bio-Diesel) such as methanol, dimethyl ether
non-hydrogen fuel cells
Just some ideas. I don't thinki these topics are covered much on youtube, so it would be a good addition to the channel.
Thanks for this wonderful video.
I think the primary challenge with this technology isn't figuring out the performance of the engine.
Emissions will be really hard to treat.
Emissions discussed at the end of the video. Tests results are extremely good.
Engineering Explained yah I saw that - but that's on a test rig no?
Wow. Never expected to learn this much when I started to watch your channel. Thanks! Also, about today's subject: it shows how sometimes physics and engineering is counter intuitive: It beggars belief that to make diesel more efficient, you have to use less diesel and more gasoline, which is less efficient; especially if the combustion in an RCCI engine happens in three phases, and in "regular" diesel engine it is instantaneous. How can that be?
Yes, I indeed found it interesting as well. This has a longer burning combustion phase, and yet it's super efficient, where as ideally you really want instant combustion near TDC.
Correct me if im wrong but i remember mercedes getting very happy when their formula 1 engine reached 50% efficiency, so 60% is incredible!!
Excellent video as always
This isn't new actually!
There are some LPG-conversion manufacturers who make systems that add port-injected LPG fuel to direct injected diesel engines, mainly marketed to semi tractors.
It works the same: the diesel injectors only inject the amount of diesel fuel needed for low load, and the LPG injectors add LPG fuel based on the load demand, which is more efficient and eliminates the massive black cloud out of the exhaust.
This technology was promoted at the time truck manufacturers struggled to meet newer stricter emission regulations without losing efficiency.
However the LPG tank size was limited as you can't transport that much LPG fuel without a hazmat license, space and weight is an issue as well, and LPG pumps in motorway side fuel stations are placed in the cars-only zone.
Adblue systems are lighter, more compact, and don't have the range per tank issue, so that's what the industry went with despite being only just good enough to meet emissions.
I was wondering what the railroads were doing to run on natural gas. I doubted they'd replace all their diesels. This sounds like it unless some complications hit Diesel electrics hard.
Yes, we have natural gas conversions for diesel engines for years. 70/30 gas diesel mix.
This is not the same thing as what you have described. Gas injection in a diesel does not necessarily create the conditions for HCCI combustion to occur.
Rusty LugNut A diesel engine is per definition a self-combusting, aka "HCCI" engine. It does work exactly the same because it is exactly the same: a shot of diesel self-ignites in a high compression chamber, acting as the ignition and a fraction of the power production, gasoline/LPG/CNG/ethanol/... is mixed with the intake air to increase the energy density of the mixture depending on the load, increasing the power output ánd efficiency.
So no, it is nothing new, and yes, it is the exact same thing as the aftermarket diesel LPG systems already commercially available.
This shit right here is what sets you apart from the thousands of other car review channels. Do more of this.
This is great!
I've looking forward to the day we can get the efficiency of diesel in a gasoline engine.
My question is, what are the torque/power output figures like compared to a regular engine of similar size?
I know that the Atkinson cycle ROBS an engine of power output while increasing it's efficiency so I'm curious about this one.
Imagining this engine in my Prius is orgasmic.
Jason maybe a discussion on thermal efficiency and how it connects to engine efficiency since some myths say the hotter the more efficient. how does thermal efficiency translate to farther distances with the same amount of fuel consumption? (or same distance less fuel usage)
ie...big bangs aren't always hot-just higher pressure.