The car of the future

[Leo Maximus]

More and more Auris Hybrid on sprintmonitor (13!). Average consumption 5,49 l / 100 km:

http://www.spritmonitor.de/en/overview/ ... owerunit=2



Comparison with the Audi A2. Average consumption 6,5 l / 100 km:

http://www.spritmonitor.de/en/overview/ ... owerunit=2



The Audi A2 requires 1 l / 100 km more than the Auris Hybrid despite a smaller engine (1,4 l and 1,6 l), an aluminum construction (from 895 kg to 1030 kg) and dimensions lower (3,82 x 1,67 x 1,55 m).

[bernardd]

At home, the compression time can be much longer than the relaxation time.
...

At home, the installation is static, without time or weight constraints: the exchanger can be heavy, the compression stages numerous. You can achieve something "clean".

Absolutely: assuming a daily need for a 100km trip and assuming that this trip consumes the entire tank, i.e. 4,8kWh adiabatic or 11kWh isothermal, the domestic compression system has all day to store this, during that we work.

And since slowness creates efficiency and isothermal energy, it is quite easy.

We can even consider coupling this with a refrigeration machine: we use the hot side for hot water and the house, and the cold side to cool the air: for example, sellers of standard compressors all say that compressing air at 0 ° saves 7% energy.

It should be checked that the gain is greater than the energy expended to cool. But if we spend this energy anyway for heating, then we might as well do a co-generation, of a type however original.

We also have an interest in creating real compression stages, in different dedicated tanks: we can then easily obtain the real isotherm, and we also gain by recharging the vehicle, because it is a shame to use air at 350 bar to fill an emptied tank at 20 bar, for example. In this case, it is first filled to 100 bar, then to 350 thereafter.

If one proceeds in isothermal mode, the tank can remain an infinite time without penalizing the output.

Absolutely, and this is the real advantage over all known solutions. We can compress when we have the sun.

For a small optimized (like the 106), rather 15 kWh / 100 km ...
For a comparable compressed air vehicle, I don't know

The motor of the airpod is 6kW, I believe.

The gain on the mobility phase, on the car, is first of all simplicity. This is really obvious compared to a thermal car, because all the engine support systems disappear and the torque is flat.

In terms of energy efficiency, it is more on par with the electric car, and it is precisely the gain in simplicity and mass that makes it interesting for the car alone, with rapid recharging.

Knowing that for the global vision, the home storage of distributed solar energy is the real advantage, at the scale of a country.

[enzo20134]

Weird weird Mr Kieffer's site is no longer accessible?
Accommodation problem or is Mr Kieffer bothering with his truths?

[Michel Kieffer]

Server problem ...

This is the crash of a DNS server following a program update (I was told).

I am preparing an update of the document "spiral coefficient". This update addresses the impact of payload on the spiral coefficient. The conclusion is as follows: if the payload is constant between generations of cars, the payload has no impact on the spiral coefficient. On the other hand, if the payload changes between generations of cars, the payload has an impact on the spiral coefficient. This idea should be clearer with some illustrations.

See you soon when the server is moved (72 hours at this time ... ).

Michel

[gildas]

Removable range extender



A removable range extender, when disassembled, supplies the network with electricity consumed locally. The overall efficiency should be quite a bit compared to the efficiency of conventional fossil thermal electricity production:
- this eliminates transport-related losses;
- the efficiency of a heat engine is more than 30% at high and constant load;
- It is possible to do cogeneration in winters: the heat from the radiator of the heat engine in this case heats the house directly. In this context, the efficiency of the heat engine can potentially approach 90% (?)… Which is significantly better than the current production output. But it only works when it's cold.

Hello,

And a pity that you are not talking about the Gillier-Pantone (for a diesel thermal) because favorable condition!

[Obamot]

... also failed to respond to the growing interest in compressed air propulsion. It's too bad!

[vinzman]

the car of the future?
A gasoline turbine turns electricity generators.
We would thus be able to run this car at speeds approaching 300km / h.


the turbine


the car

[sherkanner]

If you use a turbine, you might as well have a multi-fuel one.
Petrol, diesel, gas (generated by recycling household waste, or by cows).

And then we should first work on the points that we already master, the weight (for the city), and one that we master a little less, the aerodynamics (for national and highway) of our current vehicles.

Once the energy demand of our vehicles is reduced to a minimum, will we be able to consider switching to renewable energies (I'm not talking about going nuclear, eh)

[bernardd]

the car of the future?
A gasoline turbine turns electricity generators.
We would thus be able to run this car at speeds approaching 300km / h.

The problem is not to waste more energy on input.

The problem is figuring out how to consume less.

At 300km / h, the main problem is the friction loss in the air. And at this speed, you need guidance anyway because human reflexes can no longer follow: already, the Lyon-Clermont motorway at 130km / h, at its beginning, it was limited with the bends. So at 300km / h ...

The best solution: a vacuum tube.
https://www.econologie.com/forums/transport- ... t9963.html


I did not do the calculation for a bicycle, but I have the feeling that a bicycle vehicle that would be under vacuum would easily reach 100 km / h, knowing that it is already going between 50 and 60 km / h for a standard pedal on this type of vehicle: http://inhabitat.com/google-invests-in- ... -monorail/

Otherwise, the problem of a turbine in a small vehicle is the same as for a flywheel for mechanical storage: the speed of rotation creates gyroscopic stabilization, which prevents it from turning. Cars would do everything straight ...

And these turbines are efficient at constant speed: not compatible with quick change acceleration / deceleration. It is also the same problem with current batteries, but not with super-capacitors which are made for this.

[Remundo]

and why not a rocket engine, even more differential, better performance?

300 km / h, pfouaa, what slowness!