In an internal combustion engine, the fuel injection system is that which delivers fuel or a fuel-air mixture to the cylinders by means of pressure from a pump. It was originally used in diesel engines because of diesel fuel's greater viscosity and the need to overcome the high pressure of the compressed air in the cylinders. A diesel fuel injector sprays an intermittent, timed, metered quantity of fuel into a cylinder, distributing the fuel throughout the air within. Fuel injection is also now used in gasoline engines in place of a carburetor. In gasoline engines the fuel is first mixed with air, and the resulting mixture is delivered to the cylinder. Computers are used in modern fuel injection systems to regulate the process. The positive effects of fuel injection are that there is more efficient fuel combustion, better fuel economy and engine performance and reduced polluting exhaust emissions.
Showing posts with label engine. Show all posts
Showing posts with label engine. Show all posts
Headlights
Night driving has long been dangerous due to the glare of headlights that blind drivers approaching from the opposite direction. Therefore, headlights that satisfactorily illuminate the highway ahead of the automobile for night driving without temporarily blinding approaching drivers have long been sought. To correct this problem resistance-type dimming circuits, which decreased the brightness of the headlights when meeting another car, were first introduced. This gave way to mechanical tilting reflectors and later to double-filament bulbs with a high and a low beam, called sealed-beam units.
There was only one filament at the focal point of the reflector in the double-filament headlight unit of necessity. Greater illumination required for high-speed driving with the high beam, consequently, the lower beam filament was placed off center, with a resulting decrease in lighting effectiveness. From the 1950s, manufacturers equipped their models with four headlights to improve illumination.
In some cars, dimming is automatically achieved. This happens by means of a photocell-controlled switch in the lamp circuit that is triggered by the lights of an oncoming car. Larger double-filament lamps and halogen-filled lamp bulbs with improved photometrics permitted a return to two-headlight systems on some cars. At many places the law limits the total intensity of forward lighting systems to 75,000 candlepower (800,000 lux).
In most new automobiles, lowering front hood heights for improved aerodynamic drag and driver visibility reduces the vertical height available for headlights. Due to this, lower-profile rectangular sealed-beam units and higher-intensity bulbs, in conjunction with partial parabolic reflectors with reduced vertical axis, were adopted in the 1970s. In some cases, models featured full-size concealed headlights that were not visible until turned on. An electric motor linkage was used to rotate the lamp housing or a housing cover into proper position to supply lighting. Aerodynamic benefits were provided by this system only when the headlights were concealed.
In the 1960s, signal lamps and other special-purpose lights were increased in usage. Amber-colored front and red rear signal lights are flashed as a turn indication; all these lights are flashed simultaneously in the "flasher" system for use when a car is parked along a roadway or is traveling at a low speed on a high-speed highway. The law requires that marker lights that are visible from the front, side and rear be also present. Red-colored rear signals are used to denote braking, and, on some models, cornering lamps to provide extra illumination in the direction of an intended turn are available. These are actuated in conjunction with the turn signals. To provide illumination to the rear when backing up, backup lights are required.
There was only one filament at the focal point of the reflector in the double-filament headlight unit of necessity. Greater illumination required for high-speed driving with the high beam, consequently, the lower beam filament was placed off center, with a resulting decrease in lighting effectiveness. From the 1950s, manufacturers equipped their models with four headlights to improve illumination.
In some cars, dimming is automatically achieved. This happens by means of a photocell-controlled switch in the lamp circuit that is triggered by the lights of an oncoming car. Larger double-filament lamps and halogen-filled lamp bulbs with improved photometrics permitted a return to two-headlight systems on some cars. At many places the law limits the total intensity of forward lighting systems to 75,000 candlepower (800,000 lux).
In most new automobiles, lowering front hood heights for improved aerodynamic drag and driver visibility reduces the vertical height available for headlights. Due to this, lower-profile rectangular sealed-beam units and higher-intensity bulbs, in conjunction with partial parabolic reflectors with reduced vertical axis, were adopted in the 1970s. In some cases, models featured full-size concealed headlights that were not visible until turned on. An electric motor linkage was used to rotate the lamp housing or a housing cover into proper position to supply lighting. Aerodynamic benefits were provided by this system only when the headlights were concealed.
In the 1960s, signal lamps and other special-purpose lights were increased in usage. Amber-colored front and red rear signal lights are flashed as a turn indication; all these lights are flashed simultaneously in the "flasher" system for use when a car is parked along a roadway or is traveling at a low speed on a high-speed highway. The law requires that marker lights that are visible from the front, side and rear be also present. Red-colored rear signals are used to denote braking, and, on some models, cornering lamps to provide extra illumination in the direction of an intended turn are available. These are actuated in conjunction with the turn signals. To provide illumination to the rear when backing up, backup lights are required.
Engine Electrical System
The electrical system of the automobile was, at first limited to the ignition equipment. However, electric lights and horns began to replace the kerosene and acetylene lights and the bulb horns with the advent of the electric starter on a 1912 model. Electrification was rapid and complete, and, by 1930, six-volt systems were standard everywhere. The electrical system consists of a storage battery, generator, starting (cranking) motor, lighting system, ignition system, and various accessories and controls.
It was difficult to meet high ignition voltage requirements with the increased engine speeds and higher cylinder pressures of the post-World War II cars. The larger engines required higher cranking torque. Additional electrically operated features, such as radios, window regulators, and multispeed windshield wipers, also added to system requirements. 12-volt systems generally replaced the 6-volt systems in 1956 production to meet these needs.
The ignition system consists of the spark plugs, coil, distributor, and battery, and provides the spark to ignite the air-fuel mixture in the cylinders of the engine. In order to jump the gap between the electrodes of the spark plugs, the 12-volt potential of the electrical system must be stepped up to about 20,000 volts. This happens with the aid of a circuit that starts with the battery, one side of which is grounded on the chasis and leads through the ignition switch to the primary winding of the ignition coil and back to the ground through an interrupter switch. A high voltage id induced across the secondary of the coil by interrupting the primary circuit. The high-voltage secondary terminal of the coil leads to a distributor that acts as a rotary switch, alternately connecting the coil to each of the wires leading to the spark plugs.
It was in the 1970s that solid-state or transistorized ignition systems were introduced. Increased durability by eliminating the frictional contacts between breaker points and distributor cams was provided by these distributor systems. A revolving magnetic pulse generator in which alternating-current pulses trigger the high voltage needed for ignition by means of an amplifier electronic circuit replaced the breaker point. Changes in engine ignition timing are made by vacuum or electronic control unit (microprocessor) connections to the distributor.
The generator is the basic source of energy for the various electrical devices of the automobile. An alternator that is belt-driven from the engine crankshaft is also used at times. The design is usually an alternating-current type with built-in rectifiers and a voltage regulator to match the generator output to the electric load and also to the charging requirements of the battery, regardless of engine speed.
To store excess output of the generator, a lead-acid battery is used which serves as a reservoir. Energy for the starting motor is thus made available along with power for operating other electric devices when the engine is not running or when the generator speed is not sufficiently high to carry the load.
The starting motor then drives a small spur gear, which is so arranged that it automatically moves into mesh with gear teeth on the rim of the flywheel as the starting-motor armature begins to turn. As soon as the engine starts, the gear is disengaged, which prevents the starting motor from getting damaged due to overspeeding. The starting motor is designed for high current consumption and delivers considerable power for its size for a limited time.
It was difficult to meet high ignition voltage requirements with the increased engine speeds and higher cylinder pressures of the post-World War II cars. The larger engines required higher cranking torque. Additional electrically operated features, such as radios, window regulators, and multispeed windshield wipers, also added to system requirements. 12-volt systems generally replaced the 6-volt systems in 1956 production to meet these needs.
The ignition system consists of the spark plugs, coil, distributor, and battery, and provides the spark to ignite the air-fuel mixture in the cylinders of the engine. In order to jump the gap between the electrodes of the spark plugs, the 12-volt potential of the electrical system must be stepped up to about 20,000 volts. This happens with the aid of a circuit that starts with the battery, one side of which is grounded on the chasis and leads through the ignition switch to the primary winding of the ignition coil and back to the ground through an interrupter switch. A high voltage id induced across the secondary of the coil by interrupting the primary circuit. The high-voltage secondary terminal of the coil leads to a distributor that acts as a rotary switch, alternately connecting the coil to each of the wires leading to the spark plugs.
It was in the 1970s that solid-state or transistorized ignition systems were introduced. Increased durability by eliminating the frictional contacts between breaker points and distributor cams was provided by these distributor systems. A revolving magnetic pulse generator in which alternating-current pulses trigger the high voltage needed for ignition by means of an amplifier electronic circuit replaced the breaker point. Changes in engine ignition timing are made by vacuum or electronic control unit (microprocessor) connections to the distributor.
The generator is the basic source of energy for the various electrical devices of the automobile. An alternator that is belt-driven from the engine crankshaft is also used at times. The design is usually an alternating-current type with built-in rectifiers and a voltage regulator to match the generator output to the electric load and also to the charging requirements of the battery, regardless of engine speed.
To store excess output of the generator, a lead-acid battery is used which serves as a reservoir. Energy for the starting motor is thus made available along with power for operating other electric devices when the engine is not running or when the generator speed is not sufficiently high to carry the load.
The starting motor then drives a small spur gear, which is so arranged that it automatically moves into mesh with gear teeth on the rim of the flywheel as the starting-motor armature begins to turn. As soon as the engine starts, the gear is disengaged, which prevents the starting motor from getting damaged due to overspeeding. The starting motor is designed for high current consumption and delivers considerable power for its size for a limited time.
Engine Cooling System
Liquid cooling systems are employed by most engines today. A typical automotive cooling system comprises
(1) a series of channels cast into the engine block and cylinder head, surrounding the combustion chambers with circulating water or other coolant to carry away excessive heat,
(2) a radiator, consisting of many small tubes equipped with a honeycomb of fins to radiate heat rapidly, that receives and cools hot liquid from the engine,
(3) a centrifugal-type water pump with which to circulate coolant,
(4) a thermostat, which maintains constant temperature by automatically varying the amount of coolant passing into the radiator, and
(5) a fan, which draws fresh air through the radiator.
For operation at temperatures below 32º F (0º C), it is necessary to prevent the coolant from freezing. This is usually done by adding some compound to depress the freezing point of the coolant. Alcohol formerly was commonly used, but it has a relatively low boiling point and evaporates quite easily, making it less desirable than organic compounds with a high boiling point, such as ethylene glycol. By varying the amount of additive, it is possible to protect against freezing of the coolant down to any minimum temperature normally encountered. Coolants contain corrosion inhibitors designed to make it necessary to drain and refill the cooling system only once a year.
Air-cooled cylinders operate at higher, more efficient temperatures, and air cooling offers the important advantage of eliminating not only freezing and boiling of the coolant at temperature extremes but also corrosion damage to the cooling system. Control of engine temperature is more difficult, however, and high-temperature-resistant ceramic parts are required when design operating temperatures are significantly increased.
Pressurized cooling systems with operating pressures up to 14 pounds per square inch (100 kilopascals) have been used to increase effective operating temperatures. Partially sealed systems using coolant reservoirs for coolant expansion if the engine overheats were introduced in 1970.
(1) a series of channels cast into the engine block and cylinder head, surrounding the combustion chambers with circulating water or other coolant to carry away excessive heat,
(2) a radiator, consisting of many small tubes equipped with a honeycomb of fins to radiate heat rapidly, that receives and cools hot liquid from the engine,
(3) a centrifugal-type water pump with which to circulate coolant,
(4) a thermostat, which maintains constant temperature by automatically varying the amount of coolant passing into the radiator, and
(5) a fan, which draws fresh air through the radiator.
For operation at temperatures below 32º F (0º C), it is necessary to prevent the coolant from freezing. This is usually done by adding some compound to depress the freezing point of the coolant. Alcohol formerly was commonly used, but it has a relatively low boiling point and evaporates quite easily, making it less desirable than organic compounds with a high boiling point, such as ethylene glycol. By varying the amount of additive, it is possible to protect against freezing of the coolant down to any minimum temperature normally encountered. Coolants contain corrosion inhibitors designed to make it necessary to drain and refill the cooling system only once a year.
Air-cooled cylinders operate at higher, more efficient temperatures, and air cooling offers the important advantage of eliminating not only freezing and boiling of the coolant at temperature extremes but also corrosion damage to the cooling system. Control of engine temperature is more difficult, however, and high-temperature-resistant ceramic parts are required when design operating temperatures are significantly increased.
Pressurized cooling systems with operating pressures up to 14 pounds per square inch (100 kilopascals) have been used to increase effective operating temperatures. Partially sealed systems using coolant reservoirs for coolant expansion if the engine overheats were introduced in 1970.
HINO Trucks and Buses
History of Hino Trucks
BUSES IN PAKISTAN
The largest Manufacturer of Buses in Pakistan, Hinopak is fully-equipped to design and manufacture a wide range of Bus Chassis and all types of Bus Bodies. Hinopak’s Bus Line Up includes the Roadliner Supreme Luxury Bus for long journeys, Citiliner Intercity Buses, Citiliner Urban Buses and the luxury Senator Coach and Rapidliner Deluxe Coaches.
Hinopak delivers only the safest most reliable products and remains the Pioneer in supplying the largest number of Urban Buses those are successfully facilitating the commuters of Punjab and Sindh.Hinopak is fully-equipped to design and manufacture a wide range of Bus Chassis and all types of Bus Bodies.
Hinopak’s Bus Line Up includes the Roadliner Supreme air-condition Super Luxury Bus, Citiliner Intercity Buses, Citiliner Urban Buses, Senator Pride, air-condition luxury coach and Rapidliner Deluxe Coach. 
The Hino Motors that we know of today is a subsidiary of the Toyota Motor Corporation and a leading manufacturer of buses, trucks, and engines. To understand the steps that Hino took to reach the company that we know, we are going to look at the history of Hino trucks and commercial vehicles.
The Road to Hino
The origins of the Hino Motor Company begin with the Tokyo Gas Industry Company, which started in 1910. As a leader in its industry, the company was able to expand its line of products and eventually built the model TGE A type Truck in 1917. By 1937, this company decided to merge itself with several other Japanese companies to form the Tokyo Automobile Industry Company, which was later renamed the Diesel Motor Industry Company.
Interestingly enough these are the same founding companies that went on to create Isuzu motors, but in 1942 a portion of the company was spun off to create Hino Heavy Industry Company Limited, which marked the beginning of the company as we know it. Its name derived from the company headquarters location of Hino City within Tokyo.
The Growth of Hino
From its beginning, Hino focused on diesel engines, heavy duty trucks, and buses. There is a brief period where they attempt to enter the private car industry through a partnership with Renault, but that is quickly put aside around 1967 when Hino first partners with the Toyota group. By 1984 Hino trucks enters the US market with a medium duty truck designed with the cab over engine. Their first attempt at a practical use for a hybrid vehicle occurs in 1991 with a hybrid diesel and electric engine system to power a bus in Japan.
Today’s Hino Trucks
In 2003 Hino officially becomes a subsidiary of Toyota Motor Company, and its medium duty and heavy duty trucks are re-introduced into the US. That same year Toyota and Hino jointly develop the first hydrogen fuel cell bus service in Japan. Over the next two years Hino introduces hybrid light duty and medium duty trucks to Japan.
This commitment to hybrid and electric technologies places Hino on a path to develop some of the most cutting edge commercial vehicles in the world. Currently, the company is testing a method of hybrid electric bus that does not require a plug for charging. Instead, a wireless system is built into the road to charge the batteries of the bus, so that it can continue to operate without the need for additional fuel.
Today, Hino is 3rd when it comes to the largest truck manufacturers in the world. As the fastest growing medium duty and heavy duty truck manufacturer in the US, and a leader in both diesel and hybrid technologies the Hino brand has a bright future ahead of it.
| FY | Management/Production | Products | Environmental Events and Activities |
|---|---|---|---|
| 1990 | December ■Hino Plant introduced cogeneration equipment | ||
| 1991 | July □Establishment of the Hino Green Fund Foundation | April Release of Hybrid Inverter controlled Motor & Retarder (HIMR) vehicles equipped with hybrid diesel electric engine systems | |
| 1992 | April ■Establishment of the Hamura Clean Center May ■Total elimination of specified chlorofluorocarbon refrigerant (CFC113) used as a mold release agent for forged parts | ◆Rio de Janeiro Earth Summit ◇Establishment of medium-term brake regulations | |
| 1993 | March □Formulation of the Hino Global Environment Charter □Formulation of the Hino Global Environment Action Plan □Establishment of the Hino Environment Committee ■Establishment of the Production Environment Working Group | March Establishment of the Environment Technology Working Group May Issuance of advance assessment implementation guidelines based on the Recycling Law; completion of switch from specified CFCs for air conditioning to CFC substitutes | ◇Enactment of the Basic Environment Law ◇Enforcement of the Law Concerning Special Measures for Total Emission Reduction of Nitrogen Oxides from Automobiles in Specified Areas |
| 1994 | June ■Total elimination of trichloroethane used in cleaning parts December ■Hamura Plant introduced cogeneration equipment #2 | ◇Emission regulations for 1994 | |
| 1995 | February Release of vehicles equipped with common rail fuel injection systems | ||
| 1996 | March □Hino Global Environment Action Plan, 1st revision | ||
| 1997 | March ■Nitta Plant introduced casting sand recycling equipment | ◇The Third Conference of the Parties (COP3) held in Kyoto | |
| 1998 | November ■Elimination of small-size incinerators as a dioxin countermeasure | February Announcement of the voluntary action plan, an end-of-life vehicle recycling initiative | |
| 1999 | March ○Hamura Plant acquired ISO 14001 certification | ◇Emission regulations for 1999 | |
| 2000 | March ○Nitta Plant acquired ISO 14001 certification September □Issuance of an environmental report | February Release of vehicles equipped with Pulse Exhaust Gas Recirculation (EGR) systems | |
| 2001 | February □Hino Global Environment Charter, 1st revision □Formulation of Hino Motors Environmental Voluntary Plan March ■Achievement of zero emissions at all three plants ○Headquarters and Hino Plant acquired ISO 14001 certification | December Release of first vehicles in Japan equipped with five-cylinder turbo intercooler engine | ◇Noise regulations for 2001 |
| 2002 | January ○Oume Parts Center and Hidaka Delivery Center acquired ISO 14001 certification □Establishment of the Recycling Working Group □Establishment of the Dealer Environment Working Group July □Issuance of Dealer Environmental Guidelines September □Issuance of Environmental Procurement Guidelines | February Receipt of the Director-General's Award, the Natural Resources and Energy Agency, the Energy Conservation Award for new model HIMR system route buses | ◇Enforcement of the revised Law Concerning Special Measures for Total Emission Reduction of Nitrogen Oxides and Particulate Matters from Automobiles in Specified Areas ◆Johannesburg Earth Summit |
| 2003 | April ○Tamachi Office acquired ISO 14001 certification January | August Release of ultra-low PM certified four-star medium- and heavy-duty trucks October Release of ultra-low PM certified four-star light-duty trucks | ◇Emission regulations for 2003 |
| 2004 | August ■Hino Plant introduced frame deodorizing equipment September ■Nitta Plant introduced cogeneration equipment | April Release of newly developed medium-duty hybrid trucks August Release of ultra-low PM certified four-star small size buses | ◇Emission regulations for 2004 |
| 2005 | April ■Nitta Plant reinforced waste water treatment facilities | May Release of medium-duty trucks compatible with 2005 emission regulations August Release of large-size touring coaches compatible with 2005 emission regulations | ◇Enforcement of Law for the Recycling of End-of-Life Vehicles ◇Validation of the Kyoto Protocol ◇Emission regulations for 2005 ◇Exposition of Global Harmony |
| 2006 | September ■Shutdown of the Hamura Clean Center ■Issuance of the Hino Green Purchasing Guidelines | February Release of heavy-duty trucks compatible with 2005 emission regulations September Release of light-duty trucks compatible with 2005 emission regulations November Release of medium-duty trucks compatible with low-emission heavy-duty vehicle standards | ◇Enactment of the revised Energy Conservation Law |
| 2007 | March ■Hino Plant renovated cogeneration equipment August ■Hamura Plant completed new painting facility construction September ■Commencement of demonstration runs along city-operated routes using latest model hybrid buses fueled by second generation bio diesel November ■Recipient at the 4th Eco-Products Awards (Committee Chairperson's Award in the Eco-Products Category) for its "External Power Supply Type Idling-Stop Air-Conditioning System" | January Release of large-sized touring coaches compatible with low-emission heavy-duty vehicle standards February Practical application of second-generation biodiesel; implementation of collaborative projects Release of large-sized route buses compatible with 2005 emission regulations December Addition of the medium-duty truck "Hino Ranger" to the list of heavy-duty trucks compliant with fuel economy standards; Implementation of on-road fleet trial using synthetic liquid Fischer-Tropsch Diesel (FTD) fuel; Addition of the light-duty truck "Hino Dutro" to the list of heavy-duty trucks compliant with fuel economy standards January 2008 Release of the medium-duty truck "Hino Ranger Hybrid" compatible with New Long-Term Emission Regulations | ◇Eco Car World 2007 held ◆Issuance of the fourth assessment report from the Intergovernmental Panel on Climate Change (IPCC) ◆Agreement to the COP13 "the Bali Road Map" ◆Commencement of the first commitment period of the Kyoto Protocol ◆G20 meeting held, a gathering of cabinet ministers from 20 leading nations to discuss the issue of global warming |
| 2008 | April ■Established a truck sales joint-venture company as a part of efforts to enter the Russian market ■Newly introduced a light-duty truck to the Vietnamese market August ■Groundbreaking ceremony held by the Company's local Mexican subsidiary commemorating the planned construction of a new plant ■Established a truck sales joint-venture company as a part of efforts to enter the Indian market December ■Line-off ceremony held by the Company's local Columbian subsidiary to mark the start of production ○Shanghai Hino Engine Co., Ltd. acquires ISO 14001 certification January 2009 □Hino Motors participates in the Dakar Rally for the 18th successive year February 2009 □Hamura Plant receives an award from Japan's Minister of Economy, Trade and Industry in recognition of its efforts to promote energy conservation activities | May Release of the large Hino Selega Hybrid tour bus following a full model change September Introduced in the line of "Hino Ranger" medium-duty trucks a model equipped with "Pro Shift 6" December Steps completed to reinforce the fuel efficiency capabilities offered by Hino Compass | ◆The Great Sichuan Earthquake ◇The Hokkaido Toyako Summit established a CO2 reduction target of 50% for 2050 ◇Enforcement of the Basic Act on Biological Diversity 2009 ◆Inauguration of Barack Obama as President of the United States |
HINO BUSES
Hino Motors, Ltd. to provide shuttle buses for the G8 Hokkaido Toyako Summit
Hino Motors, Ltd. (“Hino”) will provide the following vehicles as shuttle buses for the G8 Hokkaido Toyako Summit that will be held in July 2008: two different versions of a large-sized hybrid touring coach called the “Hino S’elega Hybrid” and a single hybrid bus equipped with Inductive Power Transfer1.
The G8 Hokkaido Toyako Summit has been dubbed the “Environment Summit” and environmental concerns are planned to be a major focus. Hino recognizes the importance of such an intention so has decided to provide shuttle buses for the summit.
Hino will continue to work to actively prevent global warming and provide trucks and buses that are useful for our customers.
Hino will continue to work to actively prevent global warming and provide trucks and buses that are useful for our customers.
Outline of the new “Hino S’elega Hybrid”
The “Hino S’elega Hybrid” is a large-sized high-output hybrid touring coach that is designed to contribute to reducing CO2 emissions. The new model introduces an “A09C-1M” type power unit with a total piston displacement of 8.9 L. This is a combination of a new lightweight, high-output engine and Hino’s special hybrid system2. With this power unit, the new model has succeeded in reducing emission gases and improving fuel efficiency.
This has enabled the Hino S’elega Hybrid to meet the 2005 (new long-term) emission regulations and earn it “NOx & PM 10% Reduction Low Emissions Heavy Vehicle” certification from the Ministry of Land, Infrastructure, Transport and Tourism.
With regard to PM emissions, the new model has succeeded in a 50% reduction beyond the values stipulated by regulations and has achieved the fuel efficiency standards for FY2015.
This has enabled the Hino S’elega Hybrid to meet the 2005 (new long-term) emission regulations and earn it “NOx & PM 10% Reduction Low Emissions Heavy Vehicle” certification from the Ministry of Land, Infrastructure, Transport and Tourism.
With regard to PM emissions, the new model has succeeded in a 50% reduction beyond the values stipulated by regulations and has achieved the fuel efficiency standards for FY2015.
Fig.1: Exterior of the “Hino S’elega Hybrid” (artist’s impression)
About the inductive power transfer hybrid bus
This hybrid bus runs on electricity normally to reduce emission gas and CO2 as much as possible while it’s running. It is environmentally-friendly and has succeeded in suppressing internal noise for passengers. In areas where there are no electrical power feeding centers, this model can also run as a normal hybrid bus.
Fig.2: Structure of a hybrid bus equipped with inductive power transfer
Notes:
1: A low-floor hybrid large-sized route bus developed under the “Initiative for the Promotion of Development and Practical Application of Next-generation Low-pollution Vehicles.” Since 2002, this initiative has been promoted by the Ministry of Land, Infrastructure, Transport and Tourism as an Industry-Government-Academia Collaboration Group whose research body is the National Traffic Safety and Environment Laboratory.
In this model, a great amount of electricity is quickly fed from a primary coil built into the road to a secondary coil equipped beneath the floor. The electricity is then stored in batteries built into its roof. The bus can then run on electricity stored in these rooftop batteries.
In areas where there are no electrical power feeding centers, this model can also run as a hybrid bus. The touring coach was demonstrated in an operational service at Tokyo International Airport (Haneda) in February 2008.
1: A low-floor hybrid large-sized route bus developed under the “Initiative for the Promotion of Development and Practical Application of Next-generation Low-pollution Vehicles.” Since 2002, this initiative has been promoted by the Ministry of Land, Infrastructure, Transport and Tourism as an Industry-Government-Academia Collaboration Group whose research body is the National Traffic Safety and Environment Laboratory.
In this model, a great amount of electricity is quickly fed from a primary coil built into the road to a secondary coil equipped beneath the floor. The electricity is then stored in batteries built into its roof. The bus can then run on electricity stored in these rooftop batteries.
In areas where there are no electrical power feeding centers, this model can also run as a hybrid bus. The touring coach was demonstrated in an operational service at Tokyo International Airport (Haneda) in February 2008.
2: Introducing Hino’s own parallel hybrid system, which is powered by a normal engine in combination with an electric motor. During normal operation, the Hino S’elega Hybrid is powered only by the engine. When starting to move or accelerating, the electric motor assists the engine. This enables the Hino S’elega Hybrid to improve fuel efficiency and to contribute to reducing CO2 emissions.
Hinopak delivers only the safest most reliable products and remains the Pioneer in supplying the largest number of Urban Buses those are successfully facilitating the commuters of Punjab and Sindh.Hinopak is fully-equipped to design and manufacture a wide range of Bus Chassis and all types of Bus Bodies.
Hinopak’s Bus Line Up includes the Roadliner Supreme air-condition Super Luxury Bus, Citiliner Intercity Buses, Citiliner Urban Buses, Senator Pride, air-condition luxury coach and Rapidliner Deluxe Coach.
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