Real Green Vehicle Concept

[Swisaw]

[FONT=verdana, geneva, lucida, 'lucid]

[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif][/FONT]
[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif][/FONT]
[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif][/FONT]
[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Real Green Vehicle Concept [/FONT]


[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Real green vehicle concept, RGVC, disengages the engine from driving wheels. The vehicle is driven by a power storage, which stores power from the engine, shock absorbers and brakes at all speeds. No longer the engine needs to run at idle speed or when waiting at traffic light. The engine runs only when power level in the power storages falls to a certain level. In addition to that RGVC has a frictionless brake system, the power of which recovered and stored in the power storage. RGVC also recovers the power of shock absorbers for reuse to drive the vehicle. [/FONT]


[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]The attached figure illustrates the concept of RGVC. Any power generated at the three power generators, ( brake, engine and shock absorbers) stored in the power storage, which operates driving wheels. The engine is automated. It operates to charge power storage to a certain predetermined level, at which the engine stops. When power level in the power storage falls to a predetermined level, the power storage operates the ignition to put the engine on to start charging. This eliminates the need for motor starter and battery but a battery and a battery charger still needed for lighting purposes. This also eliminates the need for the vehicle to run at idle speed or at traffic light or during waiting for any reason.[/FONT]


[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Disadvantages and illusions of existing so called green vehicles[/FONT]

[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Green industry products today may not be as green as what we made to believe. Tax incentives and environmental concerns have created many products, labelled as green, but may be nothing more than something made to cash it for nothing. Just take for example hybrid vehicles, labelled as green, each of which is powered by a petrol or diesel engine and an electric motor and now new models also have KERS, which is an electric generator recovers brake power.

The idea of a hybrid vehicle is to use less fuel to reduce CO2 emission by storing excessive engine power and any power generated by KERS and then use it to power the vehicle with the electric motor. A hybrid vehicle is just like an ordinary vehicle except it has more major components. These major components are made up of at least a large battery pack, an electric generator, an electric motor and KERS, which is another electric generator.

Let us to evaluate a hybrid vehicle. The extra major components like a large battery pack, an electric generator, an electric motor and KERS are quite heavy. As an additional load, they consume a lot of fuel and cause a fair amount of wear and tears. They give back electrical energy and all energy-related electrical components are inefficient. For example by the time an amount of excessive engine power used to power the vehicle over half of it wasted. An amount of excessive engine power is taken by electric generator to pass it to the batteries, which pass it to the electric motor. Conservatively, the efficiency of each one of these three components doesn't exceed 70%. In other words by the time an excessive amount of engine power used to power the vehicle as much as half of it wasted.

KERS is useful only when you drive fast outside cities. But when you drive slowly like driving in cities, it cannot give back anything. It becomes a load to consume fuel and cause wears and tears unnecessarily.

In conclusion, what these extra components, in a hybrid vehicle, give back doesn't worth their cost, not to mention the environmental cost of making these components.

The same points apply on electric vehicles, which are indirectly driven mainly with diesel at extra cost and inefficiently. Almost all electrical energy generated by hot engines mainly diesel engines. To convert diesel to electricity has a lot of cost like the cost of labour, wear and tear and the cost of transmitting and storing it. It has another cost, the cost of inefficiency. An electric car has a large battery pack to power an electric motor to drive the vehicle. You have to use a heat engine to convert a fuel like diesel to electricity and transmitting it to charge, store, the batteries. A hot engine is very inefficient. It has an efficiency of around 50%, which means if you want to convert two litres of diesel to electricity, you will get back one litre of diesel energy in electrical energy form. This is not to mention of the extra cost because of the inefficiency of batteries and electric motors. You will be better off to use a hot engine vehicle than an electric one.[/FONT]


The advantages of RGVC over existing so called green vehicles

[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]RGVC doesn't include any electrical equipment as driving components. New components of RGVC include a power storage or storages, brake and brake power recovery, and shock absorber and shock absorber power recovery. Each one of these components is as efficient as over 90%. The major break through of RGVC is the brake and power storage. The brake is frictionless and works on all wheels at any speed. It is the same good old drum and disk system but without brake pads and brake shoes. The property of the power storage has made it possible to make the engine automated and recover shock absorber power.[/FONT]


[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Engine automation, in this case, means the engine is disengaged from driving wheels. The engine operates to charge a power storage, which is engaged to the driving wheels to drive the vehicle. This property saves all the power generated by the engine as no longer the engine need to run at idle speed at any situation. The engine goes under the control of power storage. When power level of the power storage falls to a known level, it puts the engine on to recharge itself. When power level rises to a known level, the engine goes off.[/FONT]


[FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]Unfortunately at the moment I can not disclose technical details without None Disclosure Agreements, which accepted only from professional bodies or individuals with proven qualifications.[/FONT]

 

[Geney]

Great article! I enjoyed reading it, thanks.

 

[turnips]

Yeah nice article...just how much energy will you get from shock absorbers though?

Like the concept!

 

[turnips]

How far is the development of this idea?

 

[Swisaw]

How far is the development of this idea?

It is still a concept on the paper.

 

[Swisaw]

Yeah nice article...just how much energy will you get from shock absorbers though?

Like the concept!

I assume shock absorbers generate a lot of energy.

 

[grayensmith]

This is very good article.Green vegetables can be of any car, truck, van, SUV or other alternative mode of transport offers significant improvements in the overall impact enironmental on earth and its natural resources. Hybrid cars now offer one of the most popular choices in green driving. However, other fuel sources and technologies are making their way into the showrooms, the small city cars to the latest diesel vehicles and plug-in electric cars. In addition, future cars with emerging technologies such as fuel cell vehicles (FCV) and plug-ins are showing promise in our quest to reduce pollution and dependence on oil consumption. Options now offer environmentally friendly vehicles priced to fit most budgets.

 

[BoxClever]

Talking of saving fuel has anyone here heard of Oxyhydrogen? It works on introducing small amounts of hydrogen into the air intake which then gives far better combustion and significantly reduces carbon emissions.
I already have some excellent feedback from people who have had the device fitted.

 

[roydmoorian]

I assume shock absorbers generate a lot of energy.

One hell of an assumption

Shock absorbers absorb shocks ( and energy ) and create heat.

Maybe you could harness that heat but it wouldn't get you very far :redface:

 

[Swisaw]

Talking of saving fuel has anyone here heard of Oxyhydrogen? It works on introducing small amounts of hydrogen into the air intake which then gives far better combustion and significantly reduces carbon emissions.
I already have some excellent feedback from people who have had the device fitted.

But we have cost problems in this case. Hydrogen production costs a lot.

 

[Swisaw]

One hell of an assumption

Shock absorbers absorb shocks ( and energy ) and create heat.

Maybe you could harness that heat but it wouldn't get you very far :redface:

Let me to give you a lesson about how shock absorbers work. Shock absorbers work like using a pump to blow up party balloons. When you push pump handle to force air into the balloon, the front of the pump opens to let the air pass into the balloon. when you pull back pump handle, the front of the pump get closed to stop air comes back into the pump from inside the balloon.

Now change the front of the pump so that when you pull back the pump handle it doesn't close completely, it leaves small gap to let air pass back into the pump. Now you can quickly pump air into the balloon but when you pull back the handle, the air returns back a lot slower.

That is how shock absorbers work except shock absorbers use liquid, not air. When the vehicle hits a bump, the shock absorber pushes liquid to the upper chamber very quickly. After that the liquid comes back to the lower chamber very slowly. If it comes back quickly, it throws every thing very fast upward. So the act of shock absorbing comes after the shock of hiting a bump.

The important point about this is that in both cases, when the the vehicle hits a bump and when the shock absoreber get neutralised, the energy of shock absorber can be recovered and reused, and this energy could be a lot. Because when you drive your vehicle's shock absorbers start working none stop until you stop your vehicle.

 

[roydmoorian]

when the shock absoreber get neutralised, the energy of shock absorber can be recovered and reused, and this energy could be a lot. Because when you drive your vehicle's shock absorbers start working none stop until you stop your vehicle.

At present that energy is dissipated to atmosphere as heat although it may be possible to produce enough energy to charge a vehicle's ancillary batteries with a new generation of regenerative shock absorber as :- http://www.sciencedaily.com/releases/2009/02/090212181904.htm and thus save 10% of total vehicle power input.

But it will never be the prime source of energy for motion

 

[Swisaw]

At present that energy is dissipated to atmosphere as heat although it may be possible to produce enough energy to charge a vehicle's ancillary batteries with a new generation of regenerative shock absorber as :- http://www.sciencedaily.com/releases/2009/02/090212181904.htm and thus save 10% of total vehicle power input.

But it will never be the prime source of energy for motion

You made my day. 10% fuel saving is not bad. When I fill my van's fuel tank from nearly empty, costs me around £90.00. 10% saving saves me more than £9.00 pounds. Bear in mind this type of regenerative shock absorbers are electrical which have serious drawbacks.

Not all shocks recovered but possibly around 35% of shocks recovered, only the heavy ones can be recovered electrically. Add to that because of the inefficiency of electrical generators possibly only around 50% of the 35% recovered shocks actually recovered. In other words the efficiency of these regenerative shockabsorbers is some thing around 15-20%, lets assume it is 20%. So 20% efficiency saves 10% fuel.

But my shock absorber power recovery invention is not electrical and it should have an efficiency of at least 95%. Because it can recover each shock no matter how small it is and each shock recovered 99% at least. If 20% efficiency saves 10% fuel cost 95% efficiency will save (95/20)10=47.5%. In other words if I fit my own shock absorber power recovery invetion to my van it will save me over £40.00 each time I refill the tank. How about that?

 

[BoxClever]

But we have cost problems in this case. Hydrogen production costs a lot.

This concept uses electrolysis to create the hydrogen so no costs whatsoever as the car engine is used to power the electrolysis. Only a small amount of hydrogen is produced but sufficient to greater enhance the combustion. It is estimated (dependant on mileage ) that the average business user will recoup any initial costs within 6 to 9 months

 

[athanne]

Excellent! we are waiting for a mass production and mass usage for the world to real feel the positives as pronounced by the green business campaigners.

 

[MrCloser]

Have you considered the much increased unsprung weight and bulk of electrical (windings of copper wire/solenoid ) shock absorbers ? Day to day driving, my engine, brakes, exhaust and transmission gets hot, my shock absorbers hardly even get warm.

Only a small amount of hydrogen is produced but sufficient to greater enhance the combustion. mixing hydrogen with petrol? do you have any proper calculations or working prototypes?

 

[Swisaw]

This concept uses electrolysis to create the hydrogen so no costs whatsoever as the car engine is used to power the electrolysis. Only a small amount of hydrogen is produced but sufficient to greater enhance the combustion. It is estimated (dependant on mileage ) that the average business user will recoup any initial costs within 6 to 9 months

Everything has a cost. In this case, it costs on two fronts: 1-the electrolysis needs electricity, which needs more fuel to generate. That has a cost, it is not free. The electrolysis unit has a weight, which consumes its share of fuel and causes its share of wear and tear. But if it enhances combustion it will produce cleaner emission. So environmentally it is worthwhile to fit it.

 

[Swisaw]

Have you considered the much increased unsprung weight and bulk of electrical (windings of copper wire/solenoid ) shock absorbers ? Day to day driving, my engine, brakes, exhaust and transmission gets hot, my shock absorbers hardly even get warm.

It is claimed that shock absorber-generated energy dissipated as heat, which is wrong. That is way your car's shock absorbers don't become hot. Shock absorbers in this case are similar to a football kicked upward. No matter how many times you kick it upward, it will always come down and will never become hot. The energy of the kicking doesn't dissipate as heat but used to bring the ball down. That is how shock absorbers work. Any energy generated from the shock used to reneutralise the shock absorber.

 

[roydmoorian]

Shock absorbers slow down and reduce the magnitude of vibratory motions by turning the kinetic energy of suspension movement into heat energy that can be dissipated through hydraulic fluid. To understand how this works, it's best to look inside a shock absorber to see its structure and function.

A shock absorber is basically an oil pump placed between the frame of the car and the wheels. The upper mount of the shock connects to the frame (i.e., the sprung weight), while the lower mount connects to the axle, near the wheel (i.e., the unsprung weight). In a twin-tube design, one of the most common types of shock absorbers, the upper mount is connected to a piston rod, which in turn is connected to a piston, which in turn sits in a tube filled with hydraulic fluid. The inner tube is known as the pressure tube, and the outer tube is known as the reserve tube. The reserve tube stores excess hydraulic fluid.

 

[Swisaw]

Shock absorbers slow down and reduce the magnitude of vibratory motions by turning the kinetic energy of suspension movement into heat energy that can be dissipated through hydraulic fluid. To understand how this works, it's best to look inside a shock absorber to see its structure and function.

A shock absorber is basically an oil pump placed between the frame of the car and the wheels. The upper mount of the shock connects to the frame (i.e., the sprung weight), while the lower mount connects to the axle, near the wheel (i.e., the unsprung weight). In a twin-tube design, one of the most common types of shock absorbers, the upper mount is connected to a piston rod, which in turn is connected to a piston, which in turn sits in a tube filled with hydraulic fluid. The inner tube is known as the pressure tube, and the outer tube is known as the reserve tube. The reserve tube stores excess hydraulic fluid.

The claim of shock abosrber-generated energy dissipated as heat could be wrong.

A shock absorber mainly made up from an upper and a lower chamber and a spring. As you said it is like an oil pump. The spring keeps upper and lower chambers a part. When a shock takes place, this spring dampens or softens the shock intensity and stores the energy of the shock. In parallel to this, the lower chamber goes near the upper one. The movement of the lower chamber towards the upper one pumps oil from lower to upper chamber through a big hole. After the shock, the spring pushes back lower chamber to previous position but slowly. When it does that, it pumps oil back to the lower chamber through return hole, which is a lot smaller than the other hole. The small size of the return hole controls the movement of the spring, otherwise it thows everything upward.

It is clear the energy generated from the shock used to do a work, to lift up the vehicle to the notmal position over the wheels. Because shocks cause the body of the vehicle go down nearer to the wheels. So the energy is not dissipated as a heat as usually claimed.

 

[MrCloser]

I'm familiar with how shock absorbers and dampers work. By the laws of conservation of energy, the 'damped' energy gets dissipated somewhere else usually degrading to heat.

Just saying that if someone can usefully reclaim heat from a cylinder head or exhaust manifolds I'm all ears, but if shocks were really converting such useful amounts of reclaimable energy they would surely get hot in use.

Here is a more achievable concept imo: standard mass produced medium sized turbo diesel car converted to carbon neutral BE5 biofuel, highly thermally insulated engine but radiator replaced by steam turbine, post turbine steam then reclaimed to preheat distilled water like a condensing boiler. Finally waste steam post-condenser fed in pre turbo manifold to boost volumetric efficiency. Twin tanks: bio fuel and distilled water.

If the peak efficiency of 45% from the most efficient turbo diesels could be increased by percentage it seems that reclaiming heat from the engine rather than the suspension is the way to increase thermal efficiency.

 

[Swisaw]

I'm familiar with how shock absorbers and dampers work. By the laws of conservation of energy, the 'damped' energy gets dissipated somewhere else usually degrading to heat.

Just saying that if someone can usefully reclaim heat from a cylinder head or exhaust manifolds I'm all ears, but if shocks were really converting such useful amounts of reclaimable energy they would surely get hot in use.

Here is a more achievable concept imo: standard mass produced medium sized turbo diesel car converted to carbon neutral BE5 biofuel, highly thermally insulated engine but radiator replaced by steam turbine, post turbine steam then reclaimed to preheat distilled water like a condensing boiler. Finally waste steam post-condenser fed in pre turbo manifold to boost volumetric efficiency. Twin tanks: bio fuel and distilled water.

If the peak efficiency of 45% from the most efficient turbo diesels could be increased by percentage it seems that reclaiming heat from the engine rather than the suspension is the way to increase thermal efficiency.

But shock-absorber-generated energy also can be recovered independent from thermal-engine recovery. Already shock-absorber-generated energy proved recoverable electrically with 10% contribution in fuel saving. My own shock-absorber-generated energy recovery invention, which is not electrical, should be better by over 50% over the electrical system.

 

[MrCloser]

What percentage of energy losses is wasted through shock absorbers?

 

What percentage of energy losses is wasted through shock absorbers?

Well driving at high speed on smooth motorways I would guess hardly any.

Bit worried about the [FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]frictionless brake system.[/FONT]

Is this in the form of a pop up sail?:|

Earl

 

[MrCloser]

That's what I'm getting at. Thinking unsprung weights, polar moments of inertia etc on critical suspension components.

Much as I love the idea of home brewing a new concept like this from a garden shed, my guess is the University research departments and manufacturer's concept cars with massive funding might just have tried a lot of these ideas.

To me the main would improvements in both performance and eco car technology be weight saving and reducing drag (both been done to death) but improving thermal efficiency and reclaiming waste heat is where there might be something...

 

[Swisaw]

Well driving at high speed on smooth motorways I would guess hardly any.

Bit worried about the [FONT=verdana, geneva, lucida, lucida grande, arial, helvetica, sans-serif]frictionless brake system.[/FONT]

Is this in the form of a pop up sail?:|

Earl

Driving at high speed on smooth motorway may represent a small percentage of driving for a small percentage of drivers. Driving in the city represents a high percentage of driving for a high percentage of drivers. Driving in the city involves a lot of stops and each stop causes shockabsorbers to operate. Each operation generates a fair amount of enregy, all of which can be recovered with my concepted shockabsorber energy recovery invention.


My frictionless brake system is not a pop up sail as pop up sail is not practical for vehicles except in the case of a very high speed. My frictionless brake system operates at all speeds and should recover at least 95% of brake-generated energy, which is a lot.

 

Driving at high speed on smooth motorway may represent a small percentage of driving for a small percentage of drivers. Driving in the city represents a high percentage of driving for a high percentage of drivers. Driving in the city involves a lot of stops and each stop causes shockabsorbers to operate. Each operation generates a fair amount of enregy, all of which can be recovered with my concepted shockabsorber energy recovery invention.


My frictionless brake system is not a pop up sail as pop up sail is not practical for vehicles except in the case of a very high speed. My frictionless brake system operates at all speeds and should recover at least 95% of brake-generated energy, which is a lot.

If you are thinking of an electro magnetic brake system.

Be very carefull when passing lamposts.:|

Earl

 

[Swisaw]

If you are thinking of an electro magnetic brake system.

Be very carefull when passing lamposts.:|

Earl

Sir Earl,

have read the my article? off course not. If you read the article you will see one of the disadvantages, which my frictionless brake overcomes is electrical components. This means there is no magnetics or electricals.

 

Sir Earl,

have read the my article? off course not. If you read the article you will see one of the disadvantages, which my frictionless brake overcomes is electrical components. This means there is no magnetics or electricals.

Are in thats case does it involve a bible?

Earl

 

[Swisaw]

Sir Earl,

have read the my article? off course not. If you read the article you will see one of the disadvantages, which my frictionless brake overcomes is electrical components. This means there is no magnetics or electricals.

I mean 'have you read my article.' Sorry for the mistake.

 

[Swisaw]

Are in thats case does it involve a bible?

Earl

I don't believe in that.

Hopefully you will know how it works within this year. If I don't do some thing about it this year I will disclose it.

 

[Wilma_]

I'd like to see a vehicle powered by this

 

[MrCloser]

I read the article, they cite a heavy truck generating up to I kW per per shock on a six shock truck.

Assuming a 200 bhp engine that's 266 kW output, at up to 6 kw gives 2.25% gross, on a 500bhp engine it is 1.2%. Even if they can reclaim this it is hardly re-inventing the wheel.

OP, what are your calculations on energy savings of this system?

 

[Swisaw]

I read the article, they cite a heavy truck generating up to I kW per per shock on a six shock truck.

Assuming a 200 bhp engine that's 266 kW output, at up to 6 kw gives 2.25% gross, on a 500bhp engine it is 1.2%. Even if they can reclaim this it is hardly re-inventing the wheel.

OP, what are your calculations on energy savings of this system?

Shock Absorber power recovery and reuse for vehicles operating on rough terrains may be a lot provided it is not recovered in electrical form energy. A 10% fuel efficiency has been achieved according to this site: http://www.sciencedaily.com/releases/2009/02/090212181904.htm . The power recovered electrically, if not electrical it should reach to as much as 20%.


Brake power recovery and reuse for vehicles operating inside cities should save at least 50% fuel cost. The concept is still on paper. But a simple calculation gives you an idea how much brake energy can be recovered. For a vehicle of one tone, 1000.00kg, gross weight travelling at 45.00km, 30 mile, takes brake for 10.00 metres , will generate 1000kg x (45,000/3600m/s) x 10m distance = 125.00kwJ. If you go shopping, you expect to slow down at least 10 times each time for 10 metre, you get 1.25mwJ. That is not bad.

 

[Swisaw]

I read the article, they cite a heavy truck generating up to I kW per per shock on a six shock truck.

Assuming a 200 bhp engine that's 266 kW output, at up to 6 kw gives 2.25% gross, on a 500bhp engine it is 1.2%. Even if they can reclaim this it is hardly re-inventing the wheel.

OP, what are your calculations on energy savings of this system?

Another way to understand how much one can save from the reuse of brake power is to look at it in this way: when you take brake to slow down or to stop the vehicle you don't need to use fuel to put back the vehicle to the same speed before you took brake to slow down or to stop. All you need is the accumulated brake power to reuse to accelerate until you reach to the speed before you took brake. This is true only ideally, but practically it should be true by at least over 90%. But if your vehicle also accumulates shock absorber power, this statement becomes true more than 100% with the support of accumulated shock absorber power.

 

Another way to understand how much one can save from the reuse of brake power is to look at it in this way: when you take brake to slow down or to stop the vehicle you don't need to use fuel to put back the vehicle to the same speed before you took brake to slow down or to stop. All you need is the accumulated brake power to reuse to accelerate until you reach to the speed before you took brake. This is true only ideally, but practically it should be true by at least over 90%. But if your vehicle also accumulates shock absorber power, this statement becomes true more than 100% with the support of accumulated shock absorber power.

I take it this applies to very bumpy unmade roads with lots of sharp blind bend.?

Not the 50 mile journey I do to London on motorways where I may brake gently on maybe 4 occasions.

Earl

 

[Swisaw]

I take it this applies to very bumpy unmade roads with lots of sharp blind bend.?

This is true as far as shock absorbers concerned. They should provide a lot of power on such roads.

Not the 50 mile journey I do to London on motorways where I may brake gently on maybe 4 occasions.

Earl

Ideally you will use fuel, petrol or diesel, only at your maximum speed on your frequent journeys to and from London if your vehicle fitted with my brake power recovery and reuse. This formula applies in this case:

Brake power to slow down or stop the vehicle at any speed = The same power to put back the vehicle to the same speed.

Obviously practically friction takes some power during recovery and reuse. So possibly you may need something around 10-5% fuel to put back the vehicle to the same speed. But if your vehicle also fitted with shock absorber powe recovery you may not use fuel at all because each time you take brake shock absorebers operate.

 

[SGPS]

Not sure if i follow, is the power storage mechanical or electrical?

 

[Swisaw]

Not sure if i follow, is the power storage mechanical or electrical?

I thought I have been saying this invention, power storage, has an efficiency of around 95% becuase it is NOT, repeat NOT electrical.

 

[SGPS]

You don't use power to stop a vehicle, it is friction and engine braking to some extent.

Friction from the pads would only generate heat.. Surely?