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Author Topic: car energy consume improvements  (Read 2818 times)

Offline lancaIV

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car energy consume improvements
« on: July 02, 2016, 01:40:03 PM »
Target : http://www.engineair.com.au/index.php?option=com_content&view=article&id=18&Itemid=12


Furthermore an internal combustion engine in a vehicle requires acceleration around 1500 rpm to initiate movement to the vehicle, compared with Engineair’s motor which is capable to do so at just one rpm, that is 1500 times better, this exercise is normally repeated many times in congested traffic wasting a significant amount of energy at a considerable cost to our environment.


Based on the above you can see that with Engineair technology is possible to power a vehicle using up to 100 times less energy than current vehicles,and we can do so with out burning any fuel.




or: city-car hybrid combustion engine(f.e. biofuel or hydrogen ) conversion
https://worldwide.espacenet.com/publicationDetails/biblio?DB=EPODOC&II=9&ND=3&adjacent=true&locale=en_EP&FT=D&date=19950330&CC=DE&NR=4332378A1&KC=A1
estimated 3 Liter/100 Km fuel consume

combustion engine improvement idea (real numbers ?):
https://www.patentauction.com/patent.php?nb=8081

improvement of the electric drive
https://worldwide.espacenet.com/publicationDetails/description?CC=MY&NR=137586A&KC=A&FT=D&ND=3&date=20090227&DB=EPODOC&locale=en_EP
In FIG. 4,  showing a three-phase implementation of the invention for a three-phase motor 410 (which may be substituted for the motor 260 in FIG. 2A), the input wire for phase A is attached to the left terminal of a first capacitor C1, and another connection is made from a right terminal of capacitor C1 to a left terminal of capacitor C2. The input wire for phase B is attached to the left terminal of capacitor C2, and the other terminal of capacitor C2 is connected to a left terminal of capacitor C3. The input wire of phase C is attached to the left terminal of capacitor C3, and the other terminal of capacitor C3 is connected to the left terminal of capacitor C1. [/font][/size]An output wire for phase A is connected from the left terminal of capacitor C1 to the phase A input of the motor. The output wire for phase B is connected from the left terminal of capacitor C2 to the phase B input of the motor. The output wire for phase C is connected from the left terminal of capacitor C3 to the phase C input of the motor. Test results using a motor configured as in FIG. 4 are as follows: TABLE 6Readings  Readings  Workat 410  at 410  PerformanceBaseline  Three Phase  20.5 psi  Implementation462  V  462  V  1.7  A  1.6  A552  W RMS @  185  W RMS @  20.5 psi  watt meter    watt meter 552  W per hour  185  W per hour


egenerator induction coil coating ! http://www.integrityresearchinstitute.org/CleanEnergy-Vesperman.pdf page 2, 1/3 output improvement

                                                                          from 3 Liter to 1 Liter/100 Km ?


Later :
https://worldwide.espacenet.com/publicationDetails/biblio?DB=EPODOC&II=0&ND=3&adjacent=true&locale=en_EP&FT=D&date=20001020&CC=FR&NR=2792258A1&KC=A1
with electric motor improvement (META C or Shkondin,induction coil coated)
 = Enginair power level

and waste energy recuperation http://www.interpatent.de/unsere_innovationen_strom_aus_der_federung.html
 

Free Energy | searching for free energy and discussing free energy


Offline Qwert

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Re: car energy consume improvements
« Reply #1 on: July 03, 2016, 02:33:33 PM »
http://reneweconomy.com.au/2013/ge-names-five-low-carbon-competition-winners-in-australasia-65619

"Engineair – Melbourne engineer Angelo Di Pietro has invented the Di Pietro Engine, a carbon-free alternative to internal-combustion and electric motors. The rotary air engine, powered by compressed air, has up to 94 per cent efficiency and zero polluting emissions."

To propel this "revolutionary" which has 94% efficiency, you need another "revolutionary" generator, to name it "revolutionary". Otherwise, when the generator is conventional, the whole, even most sophisticated and "revolutionary" motor remains conventional. And when you do the math and connect all the links together, all remains conventional there, never 94% efficiency.


Offline lancaIV

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Re: car energy consume improvements
« Reply #2 on: July 03, 2016, 03:37:14 PM »

By free mind and not experiments and functional prototype approved I do to you the question,Qwert:

from the austinev.org page:ic-engine:136HP=100KW ~12,5 KW electro motor
 www.austinev.org/evalbum/motor
"The peak hp of an electric motor is usually 8 to 10 times its  continuous rating."

https://worldwide.espacenet.com/publicationDetails/biblio?DB=EPODOC&II=0&ND=3&adjacent=true&locale=en_EP&FT=D&date=20001020&CC=FR&NR=2792258A1&KC=A1
Le couple de sortie à l'arbre 25 à 6000 tours minute,est le même que le couple de sortie du dispositif intérieur en mouvement,volant inerte. Ce dispositif équipé de quatre moteurs de 500 wats,soit 2000 wats, avec une gestion électronique,est susceptible des mêmes performances de couple et de puissance qu'un moteur thermique de 50 ch,tout en assurant les services annexes dont le chauffage et le préchauffage du véhicule.5
La consommation moyenne est de l'ordre de IOOO wats heure.



and implementing to the electric motors this capacitive circuit


https://worldwide.espacenet.com/publicationDetails/description?CC=MY&NR=137586A&KC=A&FT=D&ND=3&date=20090227&DB=EPODOC&locale=en_EP[/size]In FIG. 4,  showing a three-phase implementation of the invention for a three-phase motor [/size]410 (which may be substituted for the motor 260 in FIG. 2A), the input wire for phase A is attached to the left terminal of a first capacitor C1, and another connection is made from a right terminal of capacitor C1 to a left terminal of capacitor C2. The input wire for phase B is attached to the left terminal of capacitor C2, and the other terminal of capacitor C2 is connected to a left terminal of capacitor C3. The input wire of phase C is attached to the left terminal of capacitor C3, and the other terminal of capacitor C3 is connected to the left terminal of capacitor C1. An output wire for phase A is connected from the left terminal of capacitor C1 to the phase A input of the motor. The output wire for phase B is connected from the left terminal of capacitor C2 to the phase B input of the motor. The output wire for phase C is connected from the left terminal of capacitor C3 to the phase C input of the motor. Test results using a motor configured as in FIG. 4 are as follows: TABLE 6Readings  Readings  Workat 410  at 410  PerformanceBaseline  Three Phase  20.5 psi  Implementation462  V  462  V  1.7  A  1.6  A552  W RMS @  185  W RMS @  20.5 psi  watt meter    watt meter  552  W per hour  185  W per hour

                                     repeating the three-phase example result: instead 552W diminuation to 185 W

and the waste energy recuperation  http://www.interpatent.de/unsere_innovationen_strom_aus_der_federung.html


Does this not serve for an autonom car drive system ?

Offline Qwert

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Re: car energy consume improvements
« Reply #3 on: July 03, 2016, 08:56:18 PM »
Target : http://www.engineair.com.au/index.php?option=com_content&view=article&id=18&Itemid=12


Furthermore an internal combustion engine in a vehicle requires acceleration around 1500 rpm to initiate movement to the vehicle, compared with Engineair’s motor which is capable to do so at just one rpm, that is 1500 times better, this exercise is normally repeated many times in congested traffic wasting a significant amount of energy at a considerable cost to our environment.
 

Everything is in its torque, no magic. A relatively small motor, to get its torque, must provide adequate power, and it is mostly in its RPM. I don't believe that small air powered motor (engine?) will start a car from zero speed with mere 1 (one) RPM, even powered by a battery of high-compressed air devices.


Offline lancaIV

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Re: car energy consume improvements
« Reply #4 on: July 04, 2016, 11:24:05 AM »
"I don't believe ": wysiwyg  ::)  http://www.engineair.com.au/index.php?option=com_content&view=article&id=19&Itemid=14


                                                                             technical numbers ?
http://www.engineair.com.au/images/stories/imagebrowser1/vsig_images/ENGINEAIR%20PHOTO%20ALBUM_Page_09_885_663_100.jpg


http://omni.mcn.org/ElectriLiteB/
The ElectriLite is a 3 wheel, 350 pound, fully enclosed, electric vehicle that is light enough to cruise with less than 2 horsepower (1500 Watts) from batteries, pedal generators, solar photovoltaics, fuel cells or other sources.  Motive power is applied via 2 front gearless, Permanent (NdFeB) Magnet Brushless Direct Current motors that operate at 36-48 volts, 50 amperes at 90% (min) efficiency as traction motors or regenerators.  The ElectriLite is aluminum tubing/sheet framed and designed to be constructed in a community setting with a minimum of tooling.  The roll-bar frame supports a single sheet, polycarbonate, formed in place windshield/roof/rear cover. All electrical power and instruments are controlled by a microprocessor through a single connector and public domain software.  This microprocessor (Instrument Panel Computer – IPC) is connected to a personal computer (NetBook, Laptop…) that broadens the use of the IPC data and control to entertainment and advanced function. The program for the PC is available as open source and therefore available for modification by the user.[/size]

Free Energy | searching for free energy and discussing free energy

Re: car energy consume improvements
« Reply #4 on: July 04, 2016, 11:24:05 AM »
Sponsored links:




Offline Qwert

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Re: car energy consume improvements
« Reply #5 on: July 04, 2016, 11:38:22 PM »
Grrrrreat!!
Those prototypes are not only light, they also require light people to drive them, no passengers, of course; what about jokeys as drivers? and of course, they'll never hit the roads:too weak and crumble for any road regulation. I repeat: everything is in torque. Yes, they are great as novelty, and nothing practical.

Offline Qwert

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Re: car energy consume improvements
« Reply #6 on: July 05, 2016, 10:21:09 PM »
Sorry LancaIV I spoiled your enthusiasm.
This motor looks really as a good idea. The only problem is with that claim, which says that to move a car, conventional ICE needs 1500 RPM, while this one needs only one RPM for the same effect. IMO, in this concept there must be an equivalent of those 1500 RPM: the adequate air pressure for example, which causes this, is produced by a motor which require adequately equal energy, and that will be more than just 1 RPM to produce adequate pressure (how many strokes of a compressor you need to get an air pressure of 100 psi in a tank in which the initial pressure is zero? It depends on torque of the compressor); no magic.

Free Energy | searching for free energy and discussing free energy

Re: car energy consume improvements
« Reply #6 on: July 05, 2016, 10:21:09 PM »
Sponsored links:




 

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