Although now that you mention it that’s a preeeeety neat idea. It would be kind of like using a jake brake to compress air , storing it in a tank for later use in augmenting the turbocharger. In this case there IS no turbocharger but rather an integral piston supercharger. (super meaning above normal barometric pressure engine aspiration) I dunno if maintaining a constant pressure is necessary….is it constant in today’s turbocharged diesel or doesn’t it vary according to RPM. My boost gauge suggests to me that it’s a variable.

Then again….that might be a plus…..to NOT vary. I would assume pressure regulation electronics and valving would be necessary. One might also consider that a SCUBA tank or the bottles for Oxy-Acetylene welding. They can contain enormous pressures.

Her’s a wild card for you. A Turbo-Electric Hybrid. (as in small gas turbine…..very high power to weight ratio…..hmmmmm….there’s perhaps a post in that…………

The Aggies are doing it for Hydrogen……….

http://engineeringnews.tamu.edu/news/1687

………….somehow I doubt that other bio-fuels will be that much MORE of a challenge.

Like the Air-Hybrid idea.

I understand that under braking or cruising conditions the compressor pistons will be compressing air that can’t be used in combustion so diverting it to an air tank, to be used later, is a good idea but how will a constant pressure be maintained? Don’t you think that the air in the tank is going to have to enter the combustion chamber at a consistent pressure/temperature? I mean, it’s a diesel, the temperature of the compressed air has to be high enough to ignite the fuel.

http://sev.prnewswire.com/oil-energy/20080130/DC1276730012008-1.html

The US has a LOT of coal….

Here’s a company that claims to be able to make bio-diesel from algae.

In Montana……..in the winter.

http://www.greenstarusa.com/

As I said, my dad was an electrical engineer and, as it happens, worked for the many times since absorbed Southern Pacific Railroad. When I asked why it was better to drive a locomotive with an electric motor powered by a diesel generator, rather than a diesel engine only, he explained the inherent simplicity and thermodynamic efficiency; so I agree with you on that standpoint.

My allusion to increased complexity was in reference to the proposed implementations that I’ve seen or about which I’ve heard. I think actual production designs will, of necessity, be more along the line of your vision.

As far as the Scuderi Engine goes, if, indeed, it’s more efficient, it might well prove to be a welcome addition to a series-hybrid.

If you take some time and go through the Scuderi web site, via the links in my post, you’ll have at least as good an understanding of it as I have and, because you seem to be able to grasp subtleties, I think it likely that you’ll notice possibilities or improbabilities that I’ve missed or ignored.

I’m supposed to interview the CEO in a couple of weeks or so and I’d really like to have your input; especially as far as questions you might have.

Actually I’m mystified by it. I don’t understand it at all. I suppose it’d be ok but I wouldn’t have any idea.

I agree with you in the need to simplify. That’s why I’m all in favor of either a series-hybrid or a fuel cell. Simplification at the gross scale….driving the complexities to a deeper level. Kind of like computers in that the complexities are within the chip (for the most part) …we no longer have zillions of tubes or transistors.

BioFuels simplify. Driving the complexities to the genetic level of the algae and their processing.

Series hybrids would simplify by eliminating much of the drive train….driving the complexities to the electronics…chips. Locomotives and huge earth movers have used this strategy successfully for decades

Best of all would be a fuel cell….solid oxide probably…driving the complexities to a materials level….molecular. Plus…with a bio-fuel fuel cell there would ALSO be a simplified drive train….AND no engine.