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GdB
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How up to date are those stats? > 1 is scary!
Can someone explain the math behind zero drag for GSF2 at Yaw angle greater than 23 deg? It must be a tail wind? But the standard and correct way of presenting Cd should never allow negative Cd. Instead show lift and drag coefficient. It's misleading.
How about making AdBlue supply free, paid for by diesel tax.
Ammonia has a specific energy that is 40% of diesel or kerosine. See http://www.spg-corp.com/clean-energy-power-generation.html
Too heavy! Either gear reduction to a shaft to an inboard motor, or a high power density hub motor.
If the next gen 5X batteries come soon, they should dump the H2 system and adapt quickly.
How will this be utilized for crash avoidance? In 1 year it will be possible!
Excellent comment and to the point HarveyD! Requiring V2V and V2X on all road vehicles and autopilot on all new large commercial vehicles will prevent the collisions. V2V can be quickly universally adopted with low cost high volume production wifi like transceivers for aftermarket adoption. Insurance incentives can encourage adoption. So the USDOT proposal is a 100% wrong approach with no vision, only looking back to the past approach that has been abandoned.
I always use recirculate when in traffic. The only problem is in traffic for a long time and human VOCs... ;)
A 2 cylinder with a Freevalve head would allow D-EGR and a simpler engine overall. The D-EGR cylinder exhaust valves would each have a separate path, negating the need for the cold start valve. A sufficient sized reform-ate storage tank would be needed to allow the D-EGR cylinder to alternate between D-EGR and conventional operation, thus allowing the same 3:1 cylinder ratio. Another large intake storage tank could eliminate the need for supercharger, and facilitate mixing of reform-ate and fresh air. Lastly, if MAHLE Jet Ignition is combined with this D-EGR engine, perhaps further gains can be made with even higher compression ratio. The fact that they both have very low engine out emissions is good. The only issue is the reduced exhaust energy will limit turbo effectiveness, so it may need to be electrically or mechanically driven. It seems all three of these technologies (Freevalve, D-EGR, TJI) can have great synergies. What is crucial is to simplify as much as possible to accelerate the adoption before EV technology takes over in the near future. Until then carbon emissions must be reduced as much as possible. Unless lithium air batteries progress very rapidly, ICE technology still has a big place in the market. I own an electric motorcycle, which is marginally cost competitive to an ICE motorcycle, but has insufficient range for all needs. Current ICE motorcycles have huge, 2X, potential, for efficiency improvement, but performance and cost requirements are preventing that. Lithium air batteries could solve that E-motorcycle problem. On the other hand my i-miEV is very cost competitive with ICE vehicle where range is not an issue. I plan on keeping it for city driving for 10 to 20 years with near zero maintenance.
Tesla should offer a "Bond Autonomous" mode to get away from paparazzi, kidnappers, getting to ER, etc! Activated by yelling "Get the hell out of here!" Of course this might have to wait until full implementation of V2V to avoid collisions.
At 1/1000 = 0.1% efficiency, it's only usefull for sensors.
By choosing more efficient vehicles, much more fuel can be saved. EV's use less than half the energy. Slowing down ICE vehicles only save 10 to 20%. Autonomous vehicles should be optimized to reduce congestion and minimize travel time. Otherwise traffic congestion will be worse than it needs to be. Autonomous vehicles can safely drive faster in dedicated lanes. HOV lanes can be re-purposed to higher speed Autonomous Only Vehicles, AOV lanes. Overall congestion will be greater reduced.
A high fee should be charged for driving without passengers or cargo in congested areas.
This might combine well with using waste heat from nuclear and multi stage flash evaporation water purification systems.
Lad: Flybrid KERS has nothing to do with ICE, it an alternative to batteries and supercapacitors.
How about use this concept to make an econobox with the same concept as the Koenigsegg Regera!
How about use this concept to make an econobox with the same concept as the Koenigsegg Regera!
Regenerative braking can help a lot with massive ICE downsizing and increased electric power. BMW is leading in this area. On my imiev EV I rarely use the brakes. There was a phone app developed that gives the driver predictive signal information. And could avoid brakes completely if the traffic phone app was available in my area. If widely adopted, traffic flow could increase as cars don't have to stop and signals turn green just in time. Better flow through city allows shorter routes to be taken for some instead of highway. So a software that saves time, fuel, pollution, health is still not available after how many years that it was invented. Why?
If this is real, it is needed as soon as possible to fix the global warming problem!
Inherently unsafe! "... up to 30 kW, with a gap of 20 cm and efficiency of up to 90% ..." So 10% inefficiency is 3 kW pollution. Read about the guy who invented lead for gasoline. The only reason for this is laziness and not having robots that connect the charger automatically.
Sorry, basic thermodynamics says this can only reduce the overall vehicle efficiency, and the tires additional energy to power the system will be more than they harvest. So this article is misleading. TPMS only needs a tiny battery. However it could be useful to power a pump in a tire.