Au­to­matic brak­ing as stan­dard

Run­ning on diesel and liq­uid ni­tro­gen, the Dear­man hy­brid bus has suc­cess­fully com­pleted rig­or­ous tri­als.

Commercial Vehicle - - WHAT'S INSIDE - Team CV

Volk­swa­gen has made au­ton­o­mous emer­gency brak­ing sys­tems stan­dard on its Caddy, Trans­porter and Crafter vans.

Arev­o­lu­tion­ary hy­brid bus that runs on both diesel and liq­uid ni­tro­gen, pow­ered by the UKde­vel­oped Dear­man en­gine, has com­pleted rig­or­ous tri­als, bring­ing it one-step closer to the road. Ex­pected to ac­cel­er­ate the use of liq­uid ni­tro­gen for pri­mary power, the hy­brid bus - CE Power – has turned out to be the world’s first com­mer­cial ve­hi­cle of its kind to be pow­ered by liq­uid ni­tro­gen. Built by en­gi­neers at Horiba Mira as part of an In­no­vate UK con­sor­tium, the bus utilises al­ter­na­tive propul­sion to ad­dress ur­ban air pol­lu­tion chal­lenges and fea­tures a high-ef­fi­ciency, zero emis­sion Dear­man en­gine, pow­ered by liq­uid ni­tro­gen, along­side a con­ven­tional diesel en­gine. The hy­brid sys­tem en­ables the bus to re­duce nox­ious tail-pipe emis­sions, im­prov­ing lo­cal air qual­ity. With the In­no­vate UK con­sor­tium com­pris­ing of lead­ing lead­ing in­dus­try, aca­demic and lo­cal and na­tional gov­ern­men­tal or­gan­i­sa­tions like Dear­man, Air Prod­ucts, Cenex, Coven­try Univer­sity, Horiba Mira, Man­u­fac­tur­ing Tech­nol­ogy


Pro­duc­tiv Ltd, and

TRL (Trans­port Re­search Lab­o­ra­tory), the CE Power uses a hy­brid propul­sion sys­tem to re­duce emis­sions dur­ing ac­cel­er­a­tion.

As part of a bus’ drive cy­cle, ac­cel­er­a­tion tra­di­tion­ally has a heavy im­pact on the diesel en­gine as it moves away from stand­still. The en­gine can pro­duce vast amounts of ni­tro­gen ox­ide and car­bon diox­ide emis­sions, which are harm­ful. As the Dear­man en­gine pro­duces none of these harm­ful emis­sions, it will en­able the bus to con­tinue to fre­quently stop to un­load and pull away from a bus stop with­out ex­pelling the same level of dam­ag­ing pol­lu­tants. Whilst driv­ing at 20 mph or be­low, the liq­uid ni­tro­gen, stored in a low pres­sure in­su­lated cylin­der is warmed up to the point of boil­ing, at which time it cre­ates enough pres­sure to drive the mul­ti­cylin­der Dear­man en­gine. Once the bus reaches 20 mph, the diesel en­gine will kick in. It is at this speed that the bus re­quires less ef­fort from the en­gine to op­er­ate.

Com­pleted at Horiba Mira’s engi­neer­ing fa­cil­i­ties and

Prov­ing Ground in Nuneaton, UK, re­cently, the tri­als in­cluded com­po­nents and full sys­tem test­ing along with an en­gi­neered drive cy­cle to sim­u­late a stan­dard bus route with a va­ri­ety of stops. Ex­pressed Mar­tin Watkin­son, Tech­ni­cal Lead on the project at Horiba Mira, “The hy­brid na­ture of CE Power de­manded a sleek sys­tems in­te­gra­tion process. Our en­gi­neers worked to en­sure the liq­uid ni­tro­gen sys­tem op­er­ated seam­lessly and safely with the diesel en­gine, in ad­di­tion to car­ry­ing out the whole ve­hi­cle ther­mo­dy­nam­ics mod­el­ling and the over­all ve­hi­cle con­trol and test­ing.” “The com­ple­tion of tri­als paves the way for the use of liq­uid ni­tro­gen more widely in the au­to­mo­tive sec­tor, and takes the UK one step closer to stamp­ing out harm­ful emis­sions for good,” he averred.

The ben­e­fits of us­ing liq­uid ni­tro­gen over an elec­tric hy­brid bus in­clude a much longer life, lo­cal pro­duc­tion and easy re­fu­elling. Bat­ter­ies, which power many of the UK’s elec­tric hy­brids, re­quire chang­ing sev­eral times over the course of a bus’ life­time, whereas the liq­uid ni­tro­gen sys­tem will last the life­time of the bus. Liq­uid ni­tro­gen can be pro­duced lo­cally with­out the need for neodymium or lithium, which are both used by mo­tors and bat­ter­ies, and sourced from over­seas. Re­fu­elling liq­uid ni­tro­gen can take a mat­ter of min­utes, and en­ables the bus to re­turn to the road in a short time­frame. Men­tioned David San­ders, Com­mer­cial Di­rec­tor at Dear­man, “As the UK wres­tles with dan­ger­ous lev­els of ur­ban air pol­lu­tion, a bus that runs on ‘thin air’ rep­re­sents a sig­nif­i­cant break­through. The Dear­man En­gine has the po­ten­tial to sig­nif­i­cantly im­prove the ef­fi­ciency of both buses and HGVs, re­duc­ing fuel con­sump­tion and cut­ting pol­lu­tion. Cru­cially it can pro­vide a cost ef­fec­tive al­ter­na­tive to other emerg­ing zero emis­sion tech­nolo­gies, whose en­vi­ron­men­tal per­for­mance if of­ten off­set by com­plex­ity and cost. This suc­cess­ful trial could be the first step to­wards rolling out a Bri­tish in­no­va­tion to the streets of the UK and around the world.”

ØThe Dear­man en­gine en­ables diesel and liq­uid ni­tro­gen propul­sion.

⇧ CE Power uses a hy­brid propul­sion sys­tem to re­duce emis­sions dur­ing ac­cel­er­a­tion.

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