h a l f b a k e r yThis product is not intended to diagnose, treat, cure or prevent any disease.
add, search, annotate, link, view, overview, recent, by name, random
news, help, about, links, report a problem
browse anonymously,
or get an account
and write.
register,
|
|
|
Each corner of the car is internally modular, between wheel, and firm chassis structure.
A , say, 2 cylinder internal combustion engine can be inserted, or a same-power electrical engine, mounted.
Even same axle wheels, can have different type propulsion power/(torque) engines, suitably controlled
by on-board throttle/traction control computer (ABS/TDC systems).
Eliminates costs of mechanical differentials, and cross-vehicle axles. These functions are included in the traction/power control.
Simplifies engine maintenance to module replacement.
Off-line re-cycling and re-conditioning of engine modules enables high-volume, hence high-efficiency mechanical / electrical works, in a centralised, high-throughput shop/'factory'.
Chassis design : No intrusions into body floor, thus better comfort volume.
soerenau
Please log in.
If you're not logged in,
you can see what this page
looks like, but you will
not be able to add anything.
Annotation:
|
| |
So - at each corner of the vehicle you have all of the necessary connections for an electric motor (electric power, electronic control, output shaft, heat sink) AND the ones for an IC engine (fuel, intake air, exhaust, electronic control [different from above], output shaft [again, different {w/clutch or torque converter}], cooling air or fluid) - that's a simplification? |
|
| |
I don't see you saying anything about changing the configuration of the engine (such as having one option be a 2-cylinder, whereas a 6 cylinder might be another option - with mildly different support needs) or engine type (such as having one option be a gasoline engine, whereas a diesel might be another option - or CNG - with vastly different support needs). Being able to swap between IC and electric independently at each wheel will cause so much requirement for redundant support structure that the vast majority of the car's volume will be taken up. If you go to multi-fuel, I don't think there would even be any left-over volume. |
|
| |
Oh, yes, I wanted to ask: that subtitle //Either wheel, 2, 4, 6, 8, of, can have different engines.// means - what, exactly? Are those numbers of wheels? On the car, or on each "corner" of the car? |
|
| |
The physically challenging attachment point, drive shaft and supports/possibly integration with double A-arm suspension, should be uniform for either type engine, (hence the term modular, like a 30 x 30 x 45 cms 'LEGO', for one instance). |
|
| |
The controls, and the fuel/power supply is comprised of physically flexible tubes/cords. Therefore these can be made to 'snap' on and off, safely, and constitute elements of one, or even two-three, order of lesser significance, than the power 'LEGO' modules, even if it seems 'a waste' to run these 'doubly'/in reserve, for the flexibility. |
|
| |
Anyway, the aim was also to install a set of thoughts, as to create a 'double' choice of construction, on the same production line, hence also in the CAD/CAM prepration work project, of an entirely new, thus transision, model of car, or even line-up, that has the same structure, interiòr, and general business set-up, with the integrated, equal, choice, of at least two different type propulsion. |
|
| |
Then comes the implications of seperate units at either corner, truely a bit 'fanciful' with less or more than 4 wheels, but they exist. |
|
| |
And then the recycling/refurbishing, from total costs, material usage, and minimal scrap, view, of just simply exchanging a mechanical power unit (even up-dating, as technology progresses, nd develops,), at just one corner/one unit at a time, deminishing imidiate total expendure, for such one major 'critical' operation, in a total life time 'incident'/ordeal, of the operation of a vehicle, on the road. |
|
| |
I can't imagine the cooling plumbing, the crash issues, the incredibly bad vehicle dynamics of having that much weight at the corners of the vehicle. |
|
| |
The vehicle dynamics would be 'smooth' and low amplitude, because the car's weight would be spread out, stabilizing nodding and swaying. |
|
| |
Rather like the Persian 'Flying Carpet' feeling of an old time Citròen '2CV'/'Dyane', and Morris Mini Mascot hydro-lastic suspensions. |
|
| |
These cars were rather 'small', but rode well, also a some speed. |
|
| |
Cooling plumping is also in known cars, made by say 30-40 cms long rubber pipes, as connections from hopping about engine in flexible mounting in chassis/body, to chassis/front-end fixed cooling radiators. |
|
| |
Crash issues : As power LEGO's would be distributed, in the crash distruction path/way/deformations, rather than centralized, they would to a further degree 'supply' energi/strain deformation accumulation. In this way the power units would decellerate before the now free'er passenger compartment, allowing this have a softer, more gradual, braking slope, in the deccelleration from a frontal stop-contact. |
|
| |
//In this way the power units would decellerate before the now free'er passenger compartment, allowing this have a softer, more gradual, braking slope, in the deccelleration from a frontal stop-contact.// |
|
| |
Yeah, that should work. Kind of like a solid-frame chassis and "free'er" un-belted passengers. |
|
| |
// The vehicle dynamics would be 'smooth' and low
amplitude, because the car's weight would be spread
out, stabilizing nodding and swaying. // |
|
| |
No, they would be horrid, with poor turning
dynamics, tons of body roll, and lousy cornering
ability. |
|
| |
-------- say s s,,, isd thuist heoriginal wrought of obnslaugth, sizes, on datat slaost again, cyclecyle,,, :-I. |
|
| |
references, To a English Tire Testing device, devicedm,, consieved, and produced, as in as of a just the first 4 cylindrical, powwered, wheels,,... |
|
| |
Something thlike . LA MBO::MER SSE YS::FER GUH GUH GUH SON's trakcing down a lunch bite yam yam,, :-) ,, |
|
| |
scribbll scribble scribble,, . !. :-) |
|
| |
I've seen the occasional backyard-frankenstein hill-climber
or mud/sand rail (for those not familiar, investigate
redneck motorsports) built with dual IC engines, one to
drive
each rear wheel. Setting aside drivetrain issues, the real
problem is in fine-tuning the timing/revs to produce
balanced throttle responce. Electronic rev-limiters help. |
|
| |
Of course, reflecting upon [RaySteel]'s (accurate)
assessment, these are purpose-built race vehicles made to
go in a straight line at full throttle for no more than a
minute or two. Trying to manage something like this on the
road would be next to impossible. They have enough
trouble just getting them to the starting line. |
|
| |