Hybrid Car - an Inventor's Notebook
HYBRID 2 / 3 - Tamin’ the torque
January / February 1980 saw phase two of the hybrid. Determined that the parallel drive system was worth pursuing I devised a sturdier drive system. The aluminum adaptor, which was the primary cause failure for design #1, was replaced by a 1 inch steel jack shaft, press fitted into the stub of the Vega crankshaft, and supported in front by a flange mount bearing. This intermediate step in the design still had problems maintaining the alignment of the clutch and flywheel once the pounding gasoline engines torque was applied.
The third hybrid design promised some limited success. Having experienced the problems of accelerating the Vega’s clutch and flywheel assembly, which by this time had been machined down to a minimum of weight, a combination of three bearings were used.
The original 2-inch bearing which supported the clutch was retained, with the 1 inch steel jackshaft now welded into the stub of the old Vega crankshaft. This time the jackshaft was independently supported by two pillow block bearings. This configuration proved successful in holding the flywheel and clutch assembly in a true running position under the power from the single cylinder engine.
Design # 3 was not without its problems. The #40 roller chain that connected the gasoline engine to the clutch was not reliable. Noisy and prone to premature stretching this chain system saw only a single trip to the end of the driveway and back.
A final alternative in Design #3 was explored in which "B" series industrial rubber drive belts would replace the temperamental chain drive. This worked to a point, but keeping the belts tight proved a problem. Belt tighteners were difficult to construct in the cramped conditions of the Vega engine compartment.
HYBRID 4 - Straight to the point
After repeated attempts at utilizing a chain or belt to obtain a favorable gear ration into the cars drive system hybrid #4, March of 1980, was a direct assault on the problem. Going back to the original electric concept of direct connection, this adaptor coupled the gasoline engine directly to the clutch. Any ratio changes could be accomplished by replacing the rear axle gears with a 4:11 or 4:55 set.
Using a steel adaptor with a rubber shock mount the Tecumseh engine was connected directly to the Vega drive train. The single cylinder engine could not develop sufficient starting torque to overcome the centrifugal load of the flywheel and clutch. The rubber shock mounting in the engine shaft adaptor failed upon the first engine start up.
The hybrid car project went into a month long hiatus.