Thanks for that comment Thomas, but my credentials are nowhere close to Ed's -
and consist of mainly having been around the scene for 19 years with a strong
interest (60 hour weeks) in trying to understand what is happening on a much
broader front than LENR alone.
However, having said that -
Thomas,
I find this amazing: these very trained, usually journeyman, uncreative type
physicists would be the first to tell people in the new energy that you
can't create energy out of nothing, do this do that. Yet they suspend sane
ideas of conservation laws, mass action and logic and then go and
See:
http://www.kiplinger.com/businessresource/forecast/archive/states_and_air_cars_081028.html
http://tinyurl.com/5wekhl
Regards
Steven Vincent Johnson
www.OrionWorks.com
www.zazzle.com/orionworks
I suppose a top speed of 35 mph on flat roads with a small car makes
technological sense and perhaps practical sense in India. However,
who in the US would want such a toy?
Ed
On Oct 28, 2008, at 11:19 AM, OrionWorks wrote:
See:
Edmund Storms wrote:
I suppose a top speed of 35 mph on flat roads with a small car makes
technological sense and perhaps practical sense in India. However, who
in the US would want such a toy?
First of all, if we can judge by the success of Zenn and a couple other
companies selling
On Oct 28, 2008, at 12:03 PM, Stephen A. Lawrence wrote:
Edmund Storms wrote:
I suppose a top speed of 35 mph on flat roads with a small car makes
technological sense and perhaps practical sense in India.
However, who
in the US would want such a toy?
First of all, if we can judge by
Ed sez:
As you say, it is another
way to build a hybrid. However, this one has two engines, one running
from compressed air and another running using gasoline to pump more
air into the first engine. Is compressing air more efficient than
putting electric energy in a battery?
Howdy Jones,
Energy is the mother's milk of our present day society and economy. Think of a
hungry infant and the fuss they raise when it's feeding time and try to imagine
a major national energy lurch that would make the 1973 experience look like
childs play.
I can understand Ed Storm's
Edmund Storms wrote:
... A normal car needs at least 100 hp to meet
the needs of speed and hills in the US.
This is a startling statement. I submit that the word needs is an
UNDEFINED TERM in the sentence, as is the word normal.
Speed limits are no higher than they were a few decades
Edmund Storms wrote:
A normal car needs at least 100 hp to meet the needs of speed and
hills in the US.
The Prius ICE delivers 70 hp max.
As Stephen A. Lawrence pointed out, small cars such as the older VWs
had 35 hp motors, and kept up with traffic. However they were kind of
dangerous at
OK, perhaps I was too power hungry. However, my point is that the ICE
in an air car would have to be more than a toy. If the ICE is equal
to that of a Prius, which is big enough, why not buy a Prius or the
cheep Chinese version?
Ed
On Oct 28, 2008, at 2:13 PM, Jed Rothwell wrote:
OK, perhaps I was too power hungry.
ROFL
You get lots of ICE when you release compressed air!
On Oct 28, 2008, at 2:13 PM, Jed Rothwell wrote:
Edmund Storms wrote:
A normal car needs at least 100 hp to meet the needs of speed and
hills in the US.
The Prius ICE delivers 70 hp max.
Edmund Storms wrote:
If the ICE is equal to that of a Prius, which is big enough, why not
buy a Prius or the cheep Chinese version?
Well, the air motor might be cheaper, and it has a remarkably long
range at low speeds. This kind of series hybrid engine design is
simpler than a parallel
Edmund Storms wrote:
OK, perhaps I was too power hungry. However, my point is that the ICE in
an air car would have to be more than a toy. If the ICE is equal to
that of a Prius, which is big enough, why not buy a Prius or the cheep
Chinese version?
I dunno -- I've never driven a
I would like to suggest that we no longer refer to the infernal
combustion engine as an ICE. Water ice is such a marvelous and
beautiful material and is degraded by the acronym. I believe it would
be more appropriate to refer to the combustion engine as an IC engine.
Icky better describes the
Seriously about the ice...
Could not a form of regenerative braking be achieved?
-Original Message-
From: Terry Blanton [mailto:[EMAIL PROTECTED]
Sent: 28 October 2008 20:42
To: vortex-l@eskimo.com
Subject: Re: [Vo]:Tata Motors - full of compressed air!
I would like to suggest that we
It's obvious. The air is a storage medium which has been compressed
adiabatically then allowed to cool. As it cools the pressure goes down and
the available work decreases.
In operation it will cool below ambient (and get caked in ice) reducing the
pressure still further and the useful work.
In fact in the limit, 'all' the wasted braking energy could be coupled back
because there is no limit on how hot you can make the interface plate.
Imagine the car is braking pretty hard for a few seconds then power output
would be say 100kW and the disks would glow red hot (say 600C). If you
There was a time, not to long ago, when Remi was somewhat of a resident expert
on thermoelectric conversion - TEC - and he has a page to prove it:
http://uk.geocities.com/remicornwall/Thermoelectric_Conversion.htm
... so Remi - given that you are not shy with opinions on all kinds of things
I take it none of you guys has been in Indian traffic or seen the typical
vehicle mix. A compressed air car would be perfect for India. Even on the
highways the speed limit is 60 kph, roughly 40 mph. It's never that high in
the cities.
Imagine the type of traffic you get when no one pays any
It's good but I can do better. I didn't feel the need to comment.
-Original Message-
From: Jones Beene [mailto:[EMAIL PROTECTED]
Sent: 28 October 2008 21:57
To: vortex
Subject: [Vo]:What happend to our TEC expert?
There was a time, not to long ago, when Remi was somewhat of a resident
I'll work it out for you tomorrow after I've done some main work. I map out
how I will calculate in the morning.
It's not that trivial and runs something like this, with these assumptions:
A) Big tank, connected by isolating valve to small cylinder of the engine.
B) Consider run between tank and
Now a colleague of mine who actually works on N2(l) engines says that the
practice is to have a small high pressure reserve tank for regenerative
braking. So this has been thought about. Yes he says, the tank as you cram
it gets hot but he's never thought about the problem of feeding back to the
In a nutshell the problem is this:
1) We want to preserve the charge on the tank in stop-start situations
2) (Obviously the available work eventually venting to the atmosphere will
be less than the potential energy stored in the tank. This is not the
question for those not sharp enough to
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