There is no doubt that Hybrid vehicle propulsion technology will be the next big thing in the automobile and truck industry.
I wrote this in February 2005 and now hybrid cars are not only the next big thing in automobiles they are the big thing!
Hybrid vehicles and hybrid cars have fascinated me since I first learned of Dr Ferdinand Porsche’s hybrid car, built in 1899 by Jacob Lohner & Co. The so called Lohner-Porsche.
This was in 1984 and I was working on my BS thesis in Mechanical Engineering. My thesis was on a conceptual design of a light off-road utility vehicle, and I was investigating possible propulsion systems.
I started thinking what had happened to hybrid technology as I saw no petrol-electric cars around. And this was 84-85 years after Dr. Ferdinand Porsche so aptly demonstrated and even raced the first petrol-electric vehicle!
Why would a concept like this disappear?
It seemed such a good idea!
But hybrid vehicles, I later found out, had not disappeared at all.
Hybrid vehicles and vessels where all around me. I just hadn’t noticed.
Petrol-electric vehicles where maybe rather scarce in 1984 but diesel-electric vehicles existed in abundance.
When I say hybrid vehicles I’m not constraining the discussion to diesel-electric and petrol-electric applications only.
The engines them selves are also within our scope as engine technology is evolving in big strides:
Even fuel cells are now becoming a realistic option in many “small” vehicle applications.
The mechanical separation of the motor from the drive train is highly interesting in it self and gives designers an enormous freedom in forming our future vehicles.
This de-coupling will simplify the drive train and reduce costs.
”The gearbox” will be obsolete and we will have infinitely variable “gearing” thus increasing efficiency.
It may even bring back into the, auto, arena technologies like:
and make hydraulic drive, or even propulsion by compressed air viable options for the family saloon.
Hybrid vehicle technology is, as pointed out, not new but it was overtaken by mass production technologies early on in the evolution of the automobile.
Now because of this same mass production capability, environmental pressure and economics of scale, hybrid vehicle technology is back in full force!
The purpose of this site is to bring together the technologies, the applications and hopefully create a dynamic community of both amateurs and professionals interested in our future.
Office of the United States Trade Representative.
Request for petitions.
For a limited period, a North American producer of passenger vehicles and light trucks (vehicle producer) may request an alternative to the standard staging regime for the rules of origin for automotive goods under the United States-Mexico-Canada Agreement (USMCA or the Agreement) using the procedures and guidance for submitting petitions in this notice.
To be assured of consideration, a vehicle producer must submit a petition with a draft alternative staging plan no later than July 1, 2020. A vehicle producer must submit a petition with its final alternative staging plan no later than August 31, 2020.
Submit petitions by email to USMCAAutosCommittee@ustr.eop.gov. For alternatives to email submissions, please contact Kent Shigetomi, Director for Multilateral Non-Tariff Barriers at (202) 395-9459 in advance of the deadline and before submission.
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Kent Shigetomi, Director for Multilateral Non-Tariff Barriers at (202) 395-9459.
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On June 12, 2017 (82 FR 23699), the President announced his intention to commence negotiations with Canada and Mexico to modernize the North American Free Trade Agreement (NAFTA). On November 30, 2018, the Governments of the United States, Mexico, and Canada (the Parties) signed the protocol replacing NAFTA with the USMCA. On December 10, 2019, the Parties signed the protocol of amendment to the USMCA.
The USMCA includes new rules of origin to claim preferential treatment for Start Printed Page 22239automotive goods, including higher Regional Value Content (RVC) thresholds, mandatory requirements to produce core parts in the region, mandatory steel and aluminum purchasing requirements, and a Labor Value Content (LVC) requirement. The Agreement allows vehicle producers to request an alternative staging regime for these requirements that would permit a longer period of transition to help ensure that future production is able to meet the new rules. The standard staging regime is specified under the Automotive Appendix to Chapter 4 of the USMCA (Automotive Appendix), with the exception of Article 8, which specifies provisions relating to the alternative staging regime. You can find information about the estimated impact of the USMCA rules of origin on investment, production, and employment in the U.S. automotive sector on the Office of the United States Trade Representative (USTR) website: https://ustr.gov/trade-agreements/free-trade-agreements/united-states-mexico-canada-agreement/us-automotive-sector.
The alternative staging regime differs from the standard staging regime by providing additional time and a different phase-in of the new requirements. It provides an alternative to certain rules of origin requirements for passenger vehicles and light trucks, but does not replace any other rules of origin or any provisions of general applicability for these goods to claim preferential treatment under the USMCA.
For instance, under an alternative staging regime, importers of certain passenger vehicles and light trucks will have an additional two years—five years instead of three—to meet the requirements, and the vehicles will have different RVC and LVC thresholds.
To qualify for an alternative staging regime, a vehicle producer must submit
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