Improving diesel-electric combinations


Purely electric machines, such as Reckless, have very high characteristics and can be converted into hybrid platforms of a sequential circuit with the integration of an internal combustion engine and a generator, allowing to increase the range


The need for electricity of a continuously increasing complexity of on-board electronic equipment of modern combat vehicles is an additional incentive when choosing solutions with a hybrid drive, while a number of mutually contradictory characteristics need further development.

The energy necessary for driving ground vehicles and the operation of their systems and assemblies is traditionally provided by diesel engines. Reducing fuel consumption not only increases the range, but also reduces the amount of material and technical support, determined by maintaining fuel reserves, and increases the security of rear service specialists in the process of servicing equipment.

In this regard, the armed forces are striving to find a solution in which a high efficiency coefficient and high specific heat of combustion of diesel fuel inherent in systems with an electric drive would work in one “harness”. New hybrid solutions and advanced internal combustion engines potentially promise great practical benefits along with silent movement on a single drive, silent monitoring (battery sensors during parking), and energy generation for external consumers.

Power train potential


The Canadian Research and Development Authority (DRDC), for example, is exploring the possibility of implementing hybrid diesel-electric power drives. The management published their research in 2018, focusing on light tactical platforms, for example, HMMWV, ultralight combat vehicles like DAGOR, on small single and multi-seat ATVs.

The report "The feasibility of hybrid diesel-electric power drives for light tactical vehicles" notes that in most driving modes in which speed and loads change significantly (typically when driving on the road), hybrids have 15% -20% better fuel economy Compared to traditional mechanically driven machines, especially when using regenerative braking. In addition, internal combustion engines, including diesel ones, are most effective when working at carefully selected constant speeds, which is typical for sequential hybrid circuits in which the engine only works as a generator.

As noted in the report, since engine power can be supplemented by batteries in short periods of peak power consumption, the engine can be configured to provide only the average required power, while smaller power plants, ceteris paribus, generally consume less fuel.

With sufficient battery capacity, hybrids can also remain in silent monitoring mode for a long time with the engine turned off and sensors, electronics and communication systems working. In addition, the system can power external equipment, recharge batteries and even power the military camp, reducing the need for towed generators.

While hybrid drives provide superior performance in terms of speed, acceleration and hill climbing ability, battery packs can be heavy and bulky, resulting in lower payloads, says the DRDC report. This can be a problem for ultralight vehicles and single-seat ATVs. Moreover, at low temperatures, the characteristics of the batteries themselves are reduced, they often have problems with charging and temperature control.

Although mechanical transmissions are eliminated in sequential-circuit hybrids, the need for an engine, generator, power electronics and battery inevitably makes them ultimately complex and expensive to purchase and maintain.

Most battery electrolytes can also pose a risk of damage, for example, lithium-ion cells are known for their tendency to ignite when damaged. Whether this poses a greater risk than the supply of diesel fuel is perhaps a contentious issue, the report says, but hybrids carry both of these risks.

Combination selection


The two main schemes for combining internal combustion engines with electrical devices are serial and parallel. As mentioned above, a serial hybrid platform is an electric machine with a generator, while in a parallel circuit there is an engine and a traction motor, which transmit power to the wheels through a mechanical transmission connected to them. This means that the engine or traction motor can drive the machine individually or they can work together.

In both types of hybrids, the electric component, as a rule, is the motor-generator set (MSU), which can convert electrical energy into motion and vice versa. It can set the machine in motion, charge the battery, start the engine and, if necessary, save energy due to regenerative braking.

Both serial and parallel hybrids rely on power electronics to control the battery charge and regulate its temperature. It also provides voltage and current, which the generator must supply to the batteries, and the batteries in turn to the electric motors.

This power electronics comes in the form of semiconductor inverters based on silicon carbide semiconductors, the disadvantages of which, as a rule, include the large size and cost, as well as heat loss. Power electronics also need control electronics, similar to that which ensures the operation of the internal combustion engine.

Until now история The electrically driven military vehicles consisted of experimental and ambitious development programs, which ultimately were all closed. In actual operation, there are still no hybrid military vehicles, in particular in the field of light tactical vehicles, several unresolved technological problems remain. These problems can be considered mainly resolved for civilian cars, since they work in much more favorable conditions.

Electric cars have shown themselves to be very fast. For example, the battery-powered experimental four-seater Reckless Utility Tactical Vehicle (UTV) from Nikola Motor can accelerate from 0 to 97 km / h in 4 seconds and has a range of 241 km.

“Layout, however, is one of those complex issues,” the DRDC report said. The dimensions, weight and heat dissipation of the battery pack are quite large, and it is also necessary to compromise between the total energy intensity and the instantaneous power that they can produce for mass and volume data. The allocation of volume for high-voltage cables, their reliability and safety are also bottlenecks along with the dimensions, weight, cooling, reliability and waterproofing of power electronics.

Improving diesel-electric combinations

The U.S. Army is studying how to adjust the power drive to ensure that combat vehicles move over rough terrain at higher speeds

Heat and dust


The report said that the temperature differences encountered by military vehicles are perhaps the biggest problem, since lithium-ion batteries will not charge at temperatures below zero, and heating systems increase complexity and need energy. Batteries that overheat during a discharge are potentially dangerous, they must be cooled or reduced to a lower mode, while motors and generators can also overheat, finally, do not forget about permanent magnets, which are prone to demagnetization.

Similarly, at temperatures above about 65 ° C, the efficiency of such devices as, for example, inverters based on the technology of semiconductor bipolar transistors with insulated gate decreases, and therefore they need cooling, although the newer power electronics based on semiconductors made of silicon carbide or Gallium nitride, in addition to operating at high voltage, can withstand higher temperatures and, therefore, can be cooled by the engine cooling system.

As noted in the report, in addition, shock and vibration when driving over rough terrain, plus the potential damage that may result from shelling and explosions, also significantly complicate the integration of electric drive technologies into light military vehicles.

The report concludes that the DRDC should order a technology demonstrator. This is a relatively simple light tactical machine with a serial hybrid circuit, in which the electric motors are installed either in the wheel hubs or in the axles, the diesel engine is adjusted to the corresponding peak power, and a set of super- or ultracapacitors is installed to improve the acceleration process and overcome the slopes. Super- or ultracapacitors accumulate a very large charge for a short period of time and can give it out very quickly to receive power pulses. The machine will either not be installed at all, or a very small battery will be installed, electricity will be generated during regenerative braking, as a result, the modes of silent movement and silent monitoring are excluded.

Only the power cables laid to the wheels, replacing the mechanical transmission and drive shafts, will significantly reduce the weight of the machine and improve anti-explosion protection, since the expansion of secondary debris and fragments is excluded. Without a battery, the internal volume for the crew and payload will increase and become safer, problems associated with maintenance and thermal management of lithium-ion batteries will be eliminated.

In addition, when creating an experimental machine, the following goals are set: lower fuel consumption of a relatively small diesel engine operating at constant speeds, combined with energy recovery, increased power generation for operation of sensors or energy export, increased reliability and improved service.


Engine AGT 1500 tank M1 Abrams has a high power density compared to diesel engines and does not need a special cooling system

No worries


As explained by Bruce Brandl of the Research Center for Armored Vehicles (TARDEC) at a presentation on the development of engine building, the U.S. Army wants to get a power plant that will allow its combat vehicles to navigate more difficult terrain at higher speeds, which will significantly reduce the percentage of terrain in combat zones. on which current cars cannot move. The so-called impassable terrain is about 22% of these zones and the army wants to reduce this figure to 6%. They also want to increase the average speed over most of this area from today's 16 km / h to 24 km / h.

In addition, Brandl emphasized that it is planned to increase the energy requirements on board to at least 250 kW, that is, higher than what the machine’s generators can produce, since the load is added from new technologies, for example, electrified towers and protection systems, power electronics cooling , energy exports and armament of directed energy.

As calculated in the US Army, meeting these needs with current turbo-diesel technology will increase the engine occupied volume by 56% and vehicle weight by approximately 1400 kg. Therefore, when developing its promising Advanced Combat Engine (ACE) power plant, the main task was to double the specific power with 3 hp / cc. ft to 6 hp / cc foot.

Although higher power density and better fuel economy are very important for a new generation of army engines, it is equally important to reduce heat loss. This generated heat represents lost energy dissipated into the surrounding space, although it could be used to propel or generate electrical energy. But it is far from always possible to achieve a perfect balance of all these three parameters, for example, the AGT 1500 gas turbine engine of the M1 Abrams tank with the power of 1500 hp It has low heat dissipation and high power density, but very high fuel consumption compared to diesel engines.

In fact, gas turbine engines generate a large amount of heat, but most of it is removed through the exhaust pipe, due to the high intensity of the gas stream. As a result, gas turbines do not need the cooling systems that diesel engines require. High specific power of diesel engines can be achieved only by solving the problem of thermal control. Brandl emphasized that this is mainly due to the limited volume available for cooling equipment, such as piping, pumps, fans and radiators. In addition, protective structures, such as bulletproof grills also occupy volume and limit airflow, reducing the efficiency of the fans.

Pistons towards


As Brandl noted, the ACE program focuses on two-stroke diesel / multi-fuel engines with opposed pistons, which is associated with their inherent low heat dissipation. For such engines, two pistons are placed in each cylinder, which form a combustion chamber between themselves, as a result, the cylinder head is excluded, but two crankshafts and an inlet and an outlet port in the cylinder walls are required. Boxer engines appeared in the 30 of the last century and have been constantly improved for decades. Achates Power, which in collaboration with Cummins revitalized and modernized this engine, did not pass by this old idea.

Achates Power spokesman said their opposed technology is characterized by increased thermal efficiency, which is determined by lower heat losses, improved combustion and reduced pumping losses. The exception of the cylinder head made it possible to significantly reduce the ratio of surface area to volume in the combustion chamber and thereby the transfer and transfer of heat in the engine. In contrast, in a traditional four-stroke engine, the cylinder head includes many of the hottest components and is the main source of heat transfer to the coolant and the surrounding atmosphere.

The Achates combustion system uses twin fuel injectors diametrically located in each cylinder and a patented piston shape to optimize the air-fuel mixture, resulting in low soot combustion and reduced heat transfer to the walls of the combustion chamber. A fresh charge of the mixture is injected into the cylinder, and the exhaust gases exit through the ports, which is facilitated by a supercharger pumping air through the engine. Achates points out that this direct-flow purge has a positive effect on fuel economy and emissions.

The US Army wants the ACE family of modular scalable power plants to include engines with the same cylinder bore and stroke and different cylinder numbers: 600-750 hp (3 cylinder); 300-1000 HP (4); and 1200-1500 hp (Xnumx) Each power plant will occupy a volume - height 6 m and width 0,53 m and, accordingly, length 1,1 m, 1,04 m and 1,25 m.


The boxed two-stroke engine from Achates Power and Cummins should become the basis of the ACE family of the American army

Technological goals


An internal army study conducted in 2010 confirmed the benefits of boxer engines, as a result of which the Next-Generation Combat Engine (NGCE) project was launched, in which industrial enterprises presented their developments in this area. The task was set to achieve the power of 71 hp per cylinder and total power 225 hp By 2015, both of these numbers were easily exceeded by an experimental engine that was tested at the Armored Research Center.

In February of the same year, the army awarded AVL Powertrain Engineering and Achates Power companies contracts for experimental ACE single-cylinder engines under a two-year program, in which the goal was to achieve the following characteristics: power 250 hp, torque 678 Nm, specific fuel consumption 0,14 kg / hp / h and heat transfer less than 0,45 kW / kW. All indicators were exceeded, except for heat transfer, here it was not possible to drop below 0,506 kW / kW.

In the summer of 2017, Cummins and Achates began work under the ACE Multi-Cylinder Engine (MCE) contract to demonstrate the four-cylinder 1000 engine. 2700 Nm and the same requirements for specific fuel consumption and heat transfer. The first engine was manufactured in July 2018, and initial operational tests were completed by the end of that year. In August 2019, the engine was delivered to the TARDEC Office for installation and testing.

The combination of the boxer engine and hybrid electric drive would improve the efficiency of vehicles of various types and sizes, both military and civilian. Aware of this, the Office of Advanced Research and Development has given Achates two million dollars to develop an advanced opposed single cylinder engine for advanced hybrid cars; in this project, the company collaborates with the University of Michigan and Nissan.

Piston control


In accordance with the concept, in this engine for the first time the electrical subsystem and the internal combustion engine are so closely integrated, each of the two crankshafts rotates and can be driven into rotation by its own motor-generator set; there is no mechanical connection between the shafts.

Achates confirmed that the engine was designed only for serial hybrid systems, since all the power it generates is transmitted electronically, and the motor-generator sets charge the battery to increase the range. Without mechanical coupling between the shafts, the moment is not transmitted, which leads to lower loads. As a result, they can be made lighter, reduce the total mass and dimensions, friction and noise, and also reduce the cost.

Perhaps most importantly, the disconnected crankshafts allow independent control of each piston through the use of power electronics. "This is an important part of our project, it is important to determine how the development of electric motors and controls could increase the efficiency of the internal combustion engine." Achates spokesman confirmed that this configuration allows you to control the timing of the crankshaft, which opens up new possibilities. “We are striving to increase the efficiency of piston control, which is not available in the case of traditional mechanical coupling.”

At the moment, there is little information available on how independent piston control can be used, but theoretically it is possible to make the stroke longer than the compression stroke, for example, and thereby extract more energy from the charge of the air-fuel mixture. A similar scheme is implemented in Atkinson four-stroke engines installed in hybrid cars. In the Toyota Prius, for example, this is achieved through the control of the valve timing.

For a long time it was obvious that big improvements in proven technologies, for example, in internal combustion engines, were not so easy to achieve, but advanced opposed engines could become what would provide real advantages to military vehicles, especially in combination with electric power plants .
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  1. kashcheevo egg 14 November 2019 18: 10 New
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    here something come up Americans, well done. I hope we are also in the subject ... fellow
    1. Jerk 14 November 2019 18: 25 New
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      We need an electrician beyond the Arctic Circle! With a drop in temperature, even batteries do not hold a charge.
      1. Lopatov 14 November 2019 22: 01 New
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        Quote: Jerk
        We need an electrician beyond the Arctic Circle! With a drop in temperature, even batteries do not hold a charge.

        It depends on how you do it.
        For example, the use of a molecular storage device instead of the battery as a “buffer” in electric transmissions, on the contrary, will greatly facilitate starting the engine in frost
    2. tracer 15 November 2019 04: 43 New
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      We put a similar diesel on tanks under the king of peas. Which one I don’t remember, but the people in the know. They can write more precisely.
    3. Bar2 26 December 2019 15: 38 New
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      inverters based on technology of semiconductor bipolar transistors with insulated gate,


      yeah, Alex Alekseev, you would have to look at least to give reality to the article when you write this. A bipolar transistor with a shutter is like a cell phone on a lamp.
      Bipolar transistors have an emitter / base / collector, and those with a gate are called field-effect transistors.
      1. 30143 4 January 2020 09: 59 New
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        No, this is just a hybrid of bipolar and field. Called IGBT. In the diagram, the output is like a bipolar one, and the input is like a field one with an integrated channel.
        This is if you approach using the theory of the four-port ... And if it's simple, then it has a shutter, emitter and collector.
        1. Bar2 4 January 2020 10: 33 New
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          Quote: 30143
          No, this is just a hybrid of bipolar and field. Called IGBT. In the diagram, the output is like a bipolar one, and the input is like a field one with an integrated channel.


          in general, it’s just a cascade (microassembly) of a polevik and a bipolar polar, and it’s impossible to attach an isolated gate to the monitors that are controlled by current, not voltage, purely technically.
          1. 30143 4 January 2020 18: 08 New
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  2. gridasov 14 November 2019 19: 25 New
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    A breakthrough in engine building can be achieved only through the use of new methods and a device for converting the potential energy of air and water. The turbine of a new design simply placed on the crankshaft pulley and generally on any rotating shaft with increasing speed will increase the momentum of the torque. The most promising is energy-generating devices like Capstoun, but with our turbines, which fundamentally increase the efficiency of the entire device. Batteries and electric machines also have the prospect of developing completely new types of inducing parts and the use of magnetic power processes. New algorithms for the operation of the device for converting the energy of mobile media open up new opportunities for the creation of VNEU.
    1. Cheerock 15 November 2019 00: 28 New
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      The turbine of a new design simply placed on the crankshaft pulley and generally on any rotating shaft with increasing speed will increase the momentum of the torque.

      Turbine, sorry, what will you twist? By the wind or the sun?
      1. Mordvin 3 15 November 2019 05: 22 New
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        Quote: CheeRock
        Turbine, sorry, what will you twist? By the wind or the sun?

        Crooked starter. laughing
      2. gridasov 15 November 2019 10: 06 New
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        The engine works like an engine without alterations. Well, perhaps our turbine is again on the suction circuit. But with an increase in the speed of movement of the whole machine or others. We use the frontal air pressure which transfers the excess torque from the turbine to the shaft. That is, we do not spend more energy and fuel with increasing speed.
    2. Vlad.by 15 November 2019 13: 34 New
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      The text generation algorithm needs to be corrected: "... the use of new methods and device (either A at the end, or without ending) transformations ... "
      And what, with the topic "turning big data bags in order to defeat everyone," has Gridasov already tied up? )))
  3. knn54 14 November 2019 19: 45 New
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    But aren't hydrogen-electric promising?
    1. Lopatov 14 November 2019 21: 55 New
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      Quote: knn54
      But aren't hydrogen-electric promising?

      Firstly, very expensive because of the catalysts
      Secondly, a giant hemorrhoid with hydrogen storage in a combat vehicle
      1. gridasov 15 November 2019 10: 16 New
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        Hydrogen does not need to be developed for its accumulation and storage. Hydrogen is generated as an algorithmic sequential stage in the operation of the engine and the thermodynamic cycle. And this stage is in the intake circuit of humidified air. As recently as yesterday I was driving a car in fog and on a certain stretch of a prolonged but gentle ascent, the motor worked in such a way that it was necessary to dump gas. By economizer, consumption fell by half. That is, the obvious was happening. Harmonization of a lot of data, which we position as the technology of such mat analysis and as a practical method of reducing the fuel consumption of conventional not converted ICEs
        1. Cheerock 15 November 2019 10: 35 New
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          When I was an engineer for information security engines, I came across similar inventors like you. I recommend that you study the topic of turning the "spins" of fuel molecules to increase power. And painting the engine in red. Then Divine Energy flows into it and the thermal efficiency increases to 77%. laughing
          1. gridasov 15 November 2019 10: 45 New
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            I understand what you mean. But you do not understand what I mean. For ten years now, I have been positioning a device replacing a screw, a propeller and, accordingly, transforming turbines of all kinds. And no one understands that this new device does not just replace, but should be functionally and just as simple, but more efficient by orders of magnitude. But these are not my problems anymore, that they do not understand me and do not make contact.
            1. Cheerock 15 November 2019 10: 50 New
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              I understand why they don’t understand you.
              The velocity of the flowing air is very much used where it can be used. In aviation to drive generators, for example. But trying to put it on the pulley of the HF ICE, this, excuse me, is nonsense. There are many more interesting and time-tested solutions. Turbocompound, for example.
              1. gridasov 15 November 2019 11: 01 New
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                Uh no! Do not confuse one with the other. Yes, the solution is sought but at what level. The same turbocompound uses the principles from which we left. We have changed the basis of the device for the transformation of the elastic medium. Why I often talk about the big data analysis technique. Therefore, engineers at first simply cannot build an algorithmically optimal turbine operation process. No one even sees the obvious. First of all, it is necessary to balance the processes occurring in the transformation of both fuel and air and water so that the device should work. The operation of the device cannot be understood without studying the transformation algorithms of magnetic force processes. Why is it impossible to infinitely increase the radius of the rotor and blades? And we solved this problem by repolarizing the blades. But due to what? due to the processes of flow outflow and surface ionization themselves. That is, the rotation speeds can be increased by orders of magnitude and order. This is what I present to the inhabitants so much information. And as a specialist, I would talk about a method for transforming any aggregate states of substances in a systemic connection. A turbine is only a derivative of a method and a device, and this must be understood.
                1. Cheerock 15 November 2019 12: 04 New
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                  So I tell:
                  - firstly about hydrogen: there is no hydrolysis in the inlet tract (forget about the suction circuit), but there is pyrolysis during combustion. So the fog on the road removes it, that is - water is in the charge of the fuel assembly. The control unit does not receive a signal from the sensor about the start of detonation and, under load, leads the SPD to an earlier optimal position. Plus, the air is colder and denser, so the power is growing. Everything was invented and discovered 100 years ago in aviation, including water injection. Only hydrolysis of hydrogen has nothing to do with it. Yes, and it happens in other conditions, and it needs much more than what is in the vapor in the air.
                  First of all, it is necessary to balance the processes occurring in the transformation of both fuel and air and water so that the device should work.

                  That's it, I say - the back of the fuel)))
                  Everything that is transformed into ICE has long been studied and transformed. In the internal combustion engine, in addition to gas dynamics, heat transfer and kinematics, there is nothing more. Well, a little more chemistry of combustion. Everything else is licking and optimizing. Either you own special magic, which allows you to multiply increase the degree of increase in combustion pressure without increasing the degree of pressure at the inlet, or you play according to general rules.
                  Why is it impossible to infinitely increase the radius of the rotor and blades?
                  Why not? Theoretically possible, but why? The main problem is not to compress the air with a compressor, but that there is enough exhaust gas energy to rotate the turbine at low speeds, but TCR with a variable angle of attack of the blades have successfully solved this problem for about 50 years. The problem of ICE efficiency is not in turbines or compressors. The problem of efficiency lies in the heat balance equation. And even this problem can be partially solved and there are solutions, only they are bulky and inconvenient.
                  1. gridasov 15 November 2019 12: 39 New
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                    You just did not remember about the catalytic destruction of water. Therefore, when with a certain heating of the valves and the corresponding concentration of water vapor and air pressure, this process occurs and this changes the process of fuel combustion in the combustion chamber. Further, I recall that speaking of the impossibility of increasing the radius of the rotor, I, like anyone, implies the invariability of the speed of rotation. Therefore, I will not teach you this. This is elementary. When I read about new engines like PD-14 and others, that they have a larger radius, I always talk about a decrease in the quality factor. Or tell me examples of rapidly variable processes in flight and engine operation.
        2. Vlad.by 15 November 2019 13: 39 New
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          Quote: gridasov
          Harmonization of a multitude of data, which we position as the technology of such a mat analysis and as a practical method of reducing the fuel consumption of conventional non-converted ICEs

          about the catalytic destruction of water. Therefore, when with a certain heating of the valves and the corresponding concentration of water vapor and air pressure, this process occurs and this changes the process of fuel combustion in the combustion chamber. Further, I recall that speaking of the impossibility of increasing the radius of the rotor, I, like anyone, implies the invariability of the rotation speed. Therefore, I will not teach you this. This is elementary.


          Bravo! This is not ... banal erudition ...
          Burn on, dear comrade!
          1. gridasov 15 November 2019 16: 23 New
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            But it’s obvious that there is catalytic combustion of fuel and water. Known materials. It is known that this process creates excessive pressure in a confined space. In the end, the Bakaev’s engine is known. There are installations in which hydrocarbon fuel is first burned before heating of individual parts, and then water is injected, which is also called catalytic combustion. But I will explain that if water is squeezed, then it will be transformed into fog or oversaturated cold steam at the next moment of time. But if this happens against the background of flow surfaces in which current flows, then these vapors ignite not as a catalytic process, but as the burning of hydrogen in an oxidizing medium. In this case, the resulting excess pressure is converted as the moment of rotation of the rotor. And this device will blow up the industrial world, but save a person from destroying the planet.
            1. Vlad.by 15 November 2019 19: 27 New
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              And the physicist Indris Ivanovich taught me at school that water is an incompressible fluid ...
              Did you lie?
              1. gridasov 15 November 2019 19: 50 New
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                It was probably quite a while ago. Water can be compressed, but not by relatively static methods. Because it is necessary to immediately divert the products of energy transformations. Hence the problems.
                1. Vlad.by 15 November 2019 20: 43 New
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                  )) Yes of course...
                  In total, a couple of gravitsaps from the Martian satellite of Saturn should be turned inside out, strengthened with a dozen integral derivatives of exponential logarithms and fed along parallel-perpendicular guides diagonally past each other.
                  And most importantly - do not forget to do it all against the background of large data arrays. Well, very big data.
                  Then the water will be statically compressed and transformed into the energy of the problem.
                  1. gridasov 15 November 2019 21: 43 New
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                    I understand your irony. But I confess I already like to show off. At the same time, get away from outright delirium and maintain the veracity of what I know and say. Just why everyone thinks that this is how you can easily talk about technologies whose cost is difficult to assess.
            2. Cheerock 16 November 2019 12: 46 New
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              There are installations in which hydrocarbon fuel is first burned before heating of individual parts, and then water is injected, which is also called catalytic combustion.

              There is such an engine and even works perfectly in laboratory conditions, only the water does not burn there. A steam cycle has been introduced. As a stationary installation, perhaps it has a future, as a source of energy on a vehicle - no.
              1. gridasov 16 November 2019 20: 36 New
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                You are obviously little informed. I can’t give a link, but it seems that Ingush scientists use firewood for drying. Certainly presented as an innovative development, but everything has been known for a long time. And all the same, well done. In general, talking about burning water like other substances is not very correct. I personally consider such methods in which water is introduced into a state of dynamic motion in which sonoluminescent processes occur. In other words, thermonuclear reactions. If you remember, Fillimonenko spoke about this, but he talked about the externally applied forces and energy. Remember the installation of Koldamosov. But he does not have a process for implementing the reaction in the subsequent process. Our reaction is directly transformed at the time of rotation of the rotor. Etc.
                1. Vlad.by 21 November 2019 23: 58 New
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                  Unpatriotic of course, but the phrase “Ingush scientists” sounds even more sarcastic than the notorious “English scientists”.
                  Especially in terms of "drying firewood"
                  Have you ever been to Ingushetia?
                  “Hey boh, honest word, Nazran Puvrot ...”
                  Where did you see the forests there for industrial "drying of firewood" ???
                  And when drying boards for about 70 years, the process has been used to inject steam into the dryer, but it is targeted where the board has dried more. To level the moisture of the board to avoid torsion. Any master who at least slightly intersects with wood drying will tell you this.

                  And one more thing - for God's sake, translate into the Russian phrase: “he does not have a process for implementing the reaction in the subsequent process”
                  What did you want to say ???
                  1. gridasov 22 November 2019 00: 15 New
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                    First, I did not write that in Ingushetia, but this is not important. And secondly, having received a certain physical effect, it is necessary to transform it into another without loss, and not since the energy of the radioactive material is used to heat water in order to then be converted in the turbine at the moment of force on the turbine shaft and then the generator.
                    1. Vlad.by 22 November 2019 00: 25 New
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                      Those. reaction = process?
                      Excuse me, who is the “operator” of the Gridasov program?
                      The past was a big data follower.
                      Is the current chemical physicist?
                      If you are talking about the direct conversion of matter into energy,
                      That can be expressed and easier.

                      Unfortunately, the Gridasov from generation to generation only degrades, alas
                      A couple of years ago, it was curious.
                      Now - boring.
                      Change linguist and programmer.
                      1. gridasov 22 November 2019 10: 54 New
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                        Firstly, energy is a process element. It can manifest itself only on the transformation of one short-term state into another and depends on the speed of such transformations and direction - with the release of part of the conversion energy or absorption. therefore
                        techniques for working with big data in the analysis are very useful. Thanks for the tips
                      2. Vlad.by 25 November 2019 01: 27 New
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                        Those. the ax brought over the neck does not possess energy until the process begins ??? !!!
                        But what about potential energy?
                        Something you completely went into the jungle ...
                        Do not get lost
                      3. gridasov 25 November 2019 11: 03 New
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                        A person is essentially not literate in understanding the essence of all physical processes. The assessment of kinetic energy is determined by complex processes in the medium and against the background of external electronic magnetic forces. Assessment of potential energy is determined at the level of interaction of the external so-called magnetic field and potential and internal. Moreover, there are many alternative combinations of correspondence and kinetic processes and potential
                        . I believe you do not worry about my wilds. Since we offer the methods of working with big data
                      4. Vlad.by 25 November 2019 21: 30 New
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                        Yes Yes ))
                        I say banal erudition
                        Good luck with conquering large potential kinetic data.
                        laughing
  • 30143 4 January 2020 10: 09 New
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    Now they use electrolyzers. I just don’t know how much crystalline powder costs, too lazy to dig. This is ... Braille gas, volatile, impossible to store. They put the installation in the engine compartment and all ...
    Someone in Europe said that the optimal ratio with gas fuel is 20 to 80. But there are no dedicated digits for diesel fuel.
    I think that by the end of the year I will try this installation myself ... Then I will evaluate everything +/-.
  • Avior 14 November 2019 20: 26 New
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    . boxer engine

    How can such a principle be?
    1. Saxahorse 14 November 2019 23: 05 New
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      Quote: Avior
      How can such a principle be?

      One cylinder, it has two pistons. He is the opposite. What's wrong with that?
      1. Cheerock 15 November 2019 00: 26 New
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        Well, he is not opposed. It’s more correct to call it with counter-moving pistons.
        1. Saxahorse 15 November 2019 22: 25 New
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          Quote: CheeRock
          Well, he is not opposed. It’s more correct to call it with counter-moving pistons.

          Yes, you are right of course. Formally, the boxer engine should have one crankshaft in the center. And here it is exactly the opposite. Two crankshafts on one cylinder probably should be called differently, “with counter-moving pistons” sounds too descriptive :) Can it be the opposite? :))
          1. Cheerock 16 November 2019 12: 34 New
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            Yes, you are right of course. Formally, the boxer engine should have one crankshaft in the center. And here it is exactly the opposite. Two crankshafts on one cylinder probably should be called differently, “with counter-moving pistons” sounds too descriptive :) Can it be the opposite? :))
            Well, it is officially called by the GOST classification - VDP (with counter-moving pistons), it’s not I who invented hi
            By the way, this scheme was used in the 5TDF on the T-64, and ours, in turn, took the Junkers diesel engine as the basis. Nothing fundamentally new, except for the little things)))
  • Chaldon48 14 November 2019 22: 18 New
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    Hybrids are perhaps the solution. It will not be possible to fully electrify transport with the current development of the energy sector; there will not be enough capacity of power plants. Lithium will become a strategic raw material. That's just to start full-scale production of batteries not everyone will succeed, as well as the production of diesel engines.
    1. Lopatov 14 November 2019 22: 42 New
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      Quote: Chaldon48
      Lithium will become a strategic raw material.

      ?
      Fluoride ion batteries. By the way, safer according to the developers.
      1. gridasov 15 November 2019 10: 22 New
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        The potential difference and the construction of sequentially parallel circuits can be carried out on a huge variety of completely cheap materials and substances. The question is how to achieve a high energy density of such cells. Therefore, I have developed the theoretical basis for the construction of an element base for controlling the density of magnetic force flows. Ie created a cycle in which the stages of dispersion are balanced with the stage of concentration. The process of energy dissipation creates a concentration process as a result of radial centrifugal processes
    2. tesser 14 November 2019 23: 52 New
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      Quote: Chaldon48
      not enough power plants

      Why do you think so? You should not take the aggregate nameplate power of engines and compare it with power plants. If we single out the energy consumption per movement, then it is less by orders of magnitude (engine operation 2 hours out of 24 is one order of magnitude, operation in modes far from the rated power most of the time is second order).
      1. Alexey LK 15 November 2019 17: 51 New
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        Quote: tesser
        You should not take the aggregate nameplate power of engines and compare it with power plants.

        And so no one believes. Let's estimate together. Fleet of Russia - approximately 50 million cars. Let 40 million be in active operation. Then, let's say at least 30-35% goes to electric or rechargeable hybrids, each of which needs to be “poured”, on average, say, 40 kWh every day (well, even if every night ) The total is good for 200 billion kWh! And this is a gigantic number - at least 17-20% of the current annual electricity generation in the country. And why is it worth raising its production by at least 5%! And this is in Russia, which is neither an energy-deficient nor a highly motorized country. And what will happen to Germany, Italy, the USA, etc.?
        1. anzar 15 November 2019 18: 07 New
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          Alexey LK ... In total, it turns out well so for 200 billion kWh!

          Again arithmetic errors?)) Using your numbers I get 20-22 billion kWh, and this is 2%.
          1. tesser 15 November 2019 22: 42 New
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            No, 200 billion are calculated correctly (per year). There are other errors
        2. tesser 15 November 2019 23: 06 New
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          Quote: Alexey LK
          an average of, say, 40 kWh every day (well, even if every night). The total is good for 200 billion kWh! And this is a gigantic number - at least 17-20% of the current annual electricity generation in the country

          The first, non-principal. Nothing such a monstrous figure of 200 billion kWh does not contain. If you divide it into 365 and 24, then you will get only 20+ GW of installed capacity. If we bear in mind that the same Chinese are now building nuclear power plants for 4-6 units with a capacity of 7 GW station, then these 20 GW no longer seem to be something alien.
          Second, the main thing. Your estimate, 40 kW and 40 million active cars taken from the ceiling. 40 kWh is the “half-tank” of Tesla, under 200 km of travel. Most car owners travel 30-50 km per day on average, 30 thousand km per year is already a lot. That is half as much. In addition, attributing to “inactive” only 20% of cars is unrealistic, on average it costs much more.
          1. Alexey LK 16 November 2019 04: 56 New
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            Quote: tesser
            Nothing such a monstrous figure of 200 billion kWh does not contain.

            In principle, after such words one could no longer continue arguing with you ...

            What is the idea? A friend wrote to you - the power of the power plants is not enough. I showed it on numbers. You, instead of admitting this, continue to dodge, for some reason ...

            Yes, in theory it is possible to build larger capacities, but in general the indicated approximate additional necessary generation is approximately the equivalent of the share of nuclear power plants in electricity production. What nonsense? Double the power of a nuclear power plant - like two fingers? First of all, estimate how many years, trillions and other resources it will take - this is despite the fact that Rosatom is already loaded with work ... Thermal ones, of course, are cheaper, but also very expensive, long, personnel shortages, etc., and most important - This eliminates the positive effect on environmental harm.

            40 kWh - I made a conservative estimate. It gives 200 km (for Tesla) in ideal conditions - but there is still winter, there is self-discharge, there is a decrease in the efficiency of batteries over time, etc. There is also such an effect (including psychological) - when the car owner realizes that the mileage is cheaper for him / her, he / she starts to drive more. In addition, I suggested that only a third of the fleet of active vehicles go over - and what if it is already half? In addition, I thought for cars - and after all, switching to electric traction for commercial, trucks and buses is even more profitable in terms of fuel economy, which means they will be among the first (as soon as suitable models appear) - and there are already 40 kW- h a day you can’t do. Those. the average refueling will be larger. Finally, I realized that you do not agree that out of 52 million only 40 are active - then what is your assessment?

            And yet - with such a mass, there will not be enough special places for charging - they will charge at the place of residence / work. This means redoing the entire electrical infrastructure of cities (and villages), literally in all houses, offices, etc. No, this is not something alien. It is just very expensive and long. So why force things? Isn’t it better to do it in a smart way: firstly, wait until significant progress in electric vehicle technologies (battery capacity, charging speed, etc.) takes place, taking part in it ourselves as well, of course (building new power plants in parallel ), and secondly, taking advantage of the unpopularity of traditional ICE technologies in Europe, drag and drop the production of diesel and gasoline cars, as well as engines, gearboxes, etc.? Of course, in compliance with EURO-6.
            1. tesser 16 November 2019 11: 05 New
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              Quote: Alexey LK
              I showed it on numbers. You, instead of admitting this, continue to dodge, for some reason ..

              You see, you are cheating with a friend. And at a completely children's level.

              You and a friend, in some mysterious way, 13 million electric cars fall from the sky tomorrow. In reality, of course, switching to plug-in even 5% of the park takes many years. This is quite enough for energy to be rebuilt. I gave an example with Chinese nuclear power plants only to indicate the scope of the problem. In reality, almost the entire growth of generation in developed countries is covered by renewable energy sources.

              Naturally, today the infrastructure is not ready for such troubles. Moreover, there is reason to believe that in Russia it will never be ready. But this does not mean that this problem is in principle unsolvable.

              Quote: Alexey LK
              So why force things?

              Who offers you something to force? Oh, to whom, and the invasion of electric vehicles does not threaten Russia.
              1. Cheerock 16 November 2019 12: 49 New
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                Oh, to whom, and the invasion of electric vehicles does not threaten Russia.

                It doesn’t threaten America either laughing As 1.5% of geeks bought them, so they buy. A normal American prefers a normal pickup with eight or seven)))
                1. tesser 16 November 2019 13: 15 New
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                  Quote: CheeRock
                  Normal american prefers

                  This hillbilly prefers. In a big city, the pickup truck in FIG did not fall.

                  If you follow the industry news, then the transition to EV in developed markets in the future 10-20 years is already a decision. VAG, Daimler, Japanese - are curtailing the development of new ICEs and are trying to catch up with EV, and this is not so much about Tesla, but about the Chinese, who have taken very seriously the past 10 years.
                  1. Ezekiel 16 November 2019 13: 45 New
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                    Quote: tesser
                    The transition to EV in developed markets in the future 10-20 years is already a decision. VAG, Daimler, Japanese - curtail developments on new ICEs and try to catch up on EV

                    wassat And why do you, admirers of Tesla and Elon Mask, always leave the impression of invalids of intellectual work? laughing
                    What they wouldn’t write about, that about rockets, that about cars, all the same lies and an attempt to pass off wishful thinking and juggling, instead of objective analysis. repeat
                    1. tesser 16 November 2019 14: 00 New
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                      Quote: Ezekiel
                      impression of disabled people

                      At least you know something.
                      Quote: Ezekiel
                      attempt to wishful thinking and rigging, instead of objective analysis

                      Analysis is carried out by financial analysts. Which drove TSLA to third place in terms of capitalization among automotive companies. I'm just following industry news. I personally switch to EV is not in a hurry.
                      1. Cheerock 17 November 2019 02: 22 New
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                        Yes Yes Yes. Moreover, the company has successfully generated losses of a billion dollars a year for 10 years. HYIP business is great, but it works until the first major stock crash.
                  2. Cheerock 17 November 2019 02: 19 New
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                    Yes, I’m watching and I see that the ratio of sold electric trains to ordinary cars in the USA, as was less than 2%, remains to this day.
                    Be afraid, no one is turning the engine. Volkswagen goes to China to make electric trains only because there the government gives subsidies for this. At the same time, he honestly says that the life of the car is 8 years, after which it is recycled, because a set of batteries is 60% of the price of a car.
                    1. tesser 17 November 2019 06: 14 New
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                      Quote: CheeRock
                      the ratio of sold electric trains to conventional cars in the United States as it was less than 2%, and remains to this day

                      Already less than 3% according to the results of 18 years))) Update the thesis.
                      Quote: CheeRock
                      no ICE turns

                      And I did not talk about curtailing production. I talked about curtailing the development of new ICEs. Till.
                      Quote: CheeRock
                      machine service life - 8 years

                      And who cares? The car from the manufacturer is bought by the first owner, who has not been driving it for 8 years, at least for a premium passenger car. So in market terms we are talking about increasing the cost of ownership due to the rapid loss of value of the car on the secondary. But premium cars, and so after the sale, fall in price down the cliff.
                      An electrician will appear on the market of commercial vehicles - we will observe (c).
                      1. Ezekiel 17 November 2019 16: 44 New
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                        Quote: tesser
                        I didn’t say ..

                        It is a sin to lie ...
                        Quote: tesser
                        talked about curtailing the development of new ICE

                        Repent before it's too late in your heresy. Tse is just nonsense
                        Quote: tesser
                        An electrician will appear on the market of commercial vehicles - we will observe (c)

                        The transition to EV, more or less massive and organized, is possible only in a social society that is not subject to chaotic, the so-called "market", spontaneous influences, deviations and jerking. As soon as the Central Committee of the CPC takes up this matter, then we all will feel the iron tread of progress.
                        And Tesla is likely to go broke.
                      2. tesser 17 November 2019 17: 06 New
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                        Quote: Ezekiel
                        And Tesla is likely to go broke.

                        When it goes bankrupt, then we'll talk.
                        Quote: Ezekiel
                        As soon as the Central Committee of the CPC takes up this matter

                        China is half the global plug-in market.
                      3. Ezekiel 17 November 2019 22: 19 New
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                        Quote: tesser
                        When it goes bankrupt, then we'll talk.

                        What for? Why should we talk to you then?
                        Quote: tesser
                        China is half the global plug-in market.

                        You see how you quickly grasp everything lol
          2. Alexey LK 17 November 2019 06: 05 New
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            Quote: tesser
            Today, the infrastructure is not ready for such troubles.

            Well, that's about it!
            Quote: tesser
            In reality, of course, switching to plug-in even 5% of the park takes many years. This is quite enough for energy to be rebuilt.

            This we can’t say for sure, and all the more difficult to evaluate your “many years”, and not a specific number of years. But only with annual sales (let there be only new, used so far “out of brackets”) about 1,8 million, if half of the customers switch to the plug-in, then we will reach 5% of the fleet in 3 years, and if considered active, then a little more than TWO years. This is still not "many years." And such a jump in demand is not at all unrealistic. It’s just a matter of having the right models available in the right quantities, tax benefits (yes, in Russia there are almost none, as in some countries, but how long will the “new law” be printed if you want?), But the main thing is the emergence of new technologies. Say, if a battery appears from materials alternative to lithium, and even if it is half as capacious per unit mass or volume, but 3-4 times cheaper (and for us it is important - it will not be afraid of the cold), it will be able to significantly make a difference.
            And then - for those "many years" that we are supposed to rebuild energy and infrastructure, the fleet will grow, with the plug-in, respectively, at a faster pace. At the same time, after all, there is already a definite plan for the development of the electric power industry for years to come. In our hypothetical situation (a sharp jump in electric vehicle sales), we will need to revise this plan, i.e. not just build new capacities, but additional to those that we have already planned for construction. It should be understood that if a surge in sales of plug-ins occurs (say, due to the appearance of new developments), then it will happen almost simultaneously everywhere, i.e. electricity demand will jump in other countries no less than ours. And in these conditions, everyone urgently needs to build additional capacities, urgently remodel infrastructure, etc. This can really be a very big problem. At the same time, demand and the price of oil will fall (but not the price of gas at our gas stations wink )! And investments from somewhere will need to be taken ...
            1. tesser 17 November 2019 06: 34 New
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              Quote: Alexey LK
              half of the customers will switch to plug-in, then we will reach 5% of the fleet in 3 years,

              And someone above me has wet fantasies! What is the other half? In the states, the share of EV sales is slightly above two%. Even up to 10% at the pace that the segment demonstrates, 4-5 years. 10% of new sales, and not of the active fleet, which is another 10 times more.
              Another question is that political decisions to ban ICE in cities and individual countries / states are likely to boost demand in the mid-20s, but before that it’s 5-10. It's not about Russia, of course.
              Quote: Alexey LK
              energy and infrastructure, the fleet will grow, with the plug-in, respectively, at a faster pace

              You see, you, it seems to me, can see mental work around people with disabilities, as said somewhere above. Naturally, in places where there is no and will not be infrastructure, as it will not even be in Moscow with its remarkable tariffs for connecting to networks, there will never be any EV boom. In other Palestinians, a generation deficit is, of course, possible if the power is left by dying leftists of the Greta format, who are fighting the internal combustion engine and large energy at the same time. But there's nothing to be done.
              1. Alexey LK 17 November 2019 07: 34 New
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                Quote: tesser
                What is the other half? In the states, the share of EV sales is slightly above two%.


                You continue to dodge and go to the side! I did not claim that it will be so, but wrote that if it does. And that in this scenario there will certainly be a shortage of energy - such as, for example, a constant shortage of parking spaces in new housing estates, although it would seem that everything could be foreseen and planned in a human way. And again he brought the calculation. And again, it’s not clear to you what - where is the current growth rate of the share of plug-ins? Are they required to be permanent? I wrote that such a change in the structure of the fleet in theory is possible with an abrupt increase in demand and suggested the conditions under which it is possible. However, this is yours:

                Quote: tesser
                wet fantasies


                и

                Quote: tesser
                disabled people


                beat off any desire to communicate with you. Good luck.
                1. tesser 17 November 2019 09: 33 New
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                  Quote: Alexey LK
                  However, this is yours:

                  It is incredibly painful, probably, to access the Internet to a person who is so keenly aware of vulgarity (not directly related to you). I sympathize with all my heart.
                  Quote: Alexey LK
                  wrote that if so. And that in this scenario, energy shortages

                  You wrote that the hypothetical situation you proposed is unrealistic. In this you are absolutely right, no matter how strange your refutation of yourself looks.
  • Usher 14 November 2019 23: 07 New
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    What the hell? Especially the soldier who picks HZ what, like "the Americans are studying" HE WHAT LEARNS? WHAT IS SCIENTIST? ENGINEER? THIS IS A USUAL SOLDIER !!! WHAT FIGURE SUPPLIED PHOTO TYPE STUDIES? The author of readers thinks crazy?
    "Only power cables laid to the wheels, replacing the mechanical transmission and drive shafts, will significantly reduce the weight of the machine and improve anti-explosion protection, since the spread of secondary debris and fragments is excluded" WHAT SHards? WHERE WHAT? WHAT FOR NUCLEA? WHAT FOR DRIVE SHAFT? In sky tanks, do the drives go to each road roller? What is WRONG written? I think this is a copy-paste from a Western BLU article for.
    1. tesser 14 November 2019 23: 53 New
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      Quote: Usher
      since the elimination of the scattering of secondary debris and fragments of "WHAT SHards?

      These are drive shafts of wheeled vehicles. No need to worry so much.
      1. Cheerock 15 November 2019 00: 24 New
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        In my opinion, it is much easier to interrupt a cable with a fragment, than a steel drive shaft.
        1. tesser 15 November 2019 06: 35 New
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          Yes, but we are talking about a situation where the shaft itself becomes a striking element. The freedom fighters for explosives are usually not greedy, they immediately burrow the bag. Or 3 OFS 152mm, for example
          1. Cheerock 15 November 2019 10: 37 New
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            And how does the cable help here? Unless go and hang on it.
            1. tesser 15 November 2019 23: 53 New
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              Quote: CheeRock
              And how does the cable help here

              From the point of view of maintaining mobility - nothing. From the point of view of losses from the explosion directly from the explosion, this is quite a plus. Fighting for freedom machine guns is far from being organized every time by machine guns and mortars, partners are tough, experienced and well-armed guys, no matter what they say.

              Another thing is that the idea of ​​an engine in the hub, in an unsprung mass, does not seem to me successful. Such topics were on early locomotives and showed themselves badly, vibration thwarted engines almost instantly (by railway standards). And if you put the engines in the case, as on all modern civilian EVs, then the shafts come back.
              1. Cheerock 16 November 2019 12: 23 New
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                Although kill - I do not see the arrival in terms of security l / s in the absence of drives, but oh well.
                Another thing is that the idea of ​​an engine in the hub, in an unsprung mass, does not seem to me successful. Such topics were on early locomotives and showed themselves badly, vibration thwarted engines almost instantly (by railway standards). And if you put the engines in the case, as on all modern civilian EVs, then the shafts come back.

                For 40 years, BelAZ trucks have been working normally as motor-wheels. Yes, unsprung masses, but then you do not need to make giant drives, which are turned off anyway by such masses and moments.
                1. tesser 16 November 2019 13: 07 New
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                  Quote: CheeRock
                  For 40 years, BelAZ trucks have been operating as motor wheels

                  You are right, I forgot about career technology.
      2. Chaldon48 15 November 2019 03: 45 New
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        This meant the terrible case in battle when not only shells, but also the equipment itself scattered into fragments. My father is an artilleryman, under the eyes of Leningrad, he saw the Tiger demolished a tower from the hull, using a shot from a long-range truck.
    2. Mityay65 15 November 2019 04: 12 New
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      Probably the author believes that these may be fragments of drive belts, connecting rods and gears ... probably ...
      wassat This brings to the general delirium of the article a sweet shade of nightmare ... fellow
  • bars1 14 November 2019 23: 15 New
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    Quote: kashcheevo egg
    here something come up Americans, well done. I hope we are also in the subject ...

    And then! Platform-O to replace the MZKT technique.
  • Leomobil 14 November 2019 23: 25 New
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    In Canada, one of the emigrants from Ukraine found the old magazine "Youth Technology" in the 80s ... wink At the moment, everything has been tried before these Canadian scientists - a 25% hassle-free saving, replacing the battery in 5-year cycles, plus or minus bast shoes ... Oops ..! saving in the pipe ... fool And due to the lack of serious military industry in Canada, they cannot offer anything besides quadrics. Another thing with us! For instance ! Diesel-electric stations for missile systems of the Strategic Missile Forces, air defense, army headquarters, field hospitals, etc. Why does DESK, which carries a 4-diesel engine on board 30 kW each, also have a running engine ...? But only serious power can make such machines tongue
  • Cheerock 15 November 2019 00: 23 New
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    but theoretically it is possible to make the stroke greater than the compression stroke, for example, and thereby extract more energy from the charge of the air-fuel mixture


    This is his mother how? laughing make a variable length connecting rod? Can. But we will spend the same power on it.
    So back to the two-stroke. Fuck fuel economy laughing
    1. anzar 15 November 2019 14: 11 New
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      CheeRock stroke greater than compression stroke.. make a variable length connecting rod? Can...

      This phrase also surprised me, but gave it a bad translation. Otherwise, with each beat, the engine becomes wider ... it will diverge))))) This is impossible geometrically, and not because of the complexity of the connecting rod. Is that christen the beginning. phase (compression) of the piston forward movement otherwise)) However, then the engine will be called three-stroke laughing
      ..disconnected crankshafts allow independent control of each piston through the use of power electronics

      Probably meaning motor. where on each tree own. generator, and the rotation angle of each crankshaft is controlled by a precise change in load. Very ... subtle, and it is not known how to synchronize WITHOUT mechanics at the time of launch.
      1. Cheerock 16 November 2019 12: 38 New
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        and what washed away two generators against one is also unclear. And the nozzle - it is one in the center of the cylinder for both pistons, and the compression volume is the same. I think they’re just trying to squeeze the crumbs out of cost-effectiveness by reducing fur losses.
  • rocket757 15 November 2019 07: 47 New
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    In general, engineers strive to improve already-known designs ... this is normal, gives some result.
    So far nothing fundamentally new has been invented, it should be so. ICE still steers before ...
    1. gridasov 15 November 2019 10: 28 New
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      Not at all. Invented! It just somehow cannot be implemented. Known designs are not effective because they do not provide some physical conditions for the thermodynamic cycle.
      1. rocket757 15 November 2019 10: 42 New
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        Quote: gridasov
        Not at all. Invented! It just somehow cannot be implemented. Known designs are not effective because they do not provide some physical conditions for the thermodynamic cycle.

        From invention to practical application, time passes in different ways.
        Often, in order to introduce a novelty, an invention, some more necessary needs to be invented.
        1. gridasov 15 November 2019 10: 50 New
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          That's for sure! But personally, I have calmed down. Circumstances govern us. We already found an investor and bought a machine and decided on plans and materials and Bach picked up! More than a year, hospitals, treatment. But on the other hand, our cognac only grows stronger with time and the demand for our invention only grows.
          1. rocket757 15 November 2019 11: 31 New
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            New, if there is a "practical beginning" in it, it finds the way where it is necessary! Everything has its time.
            1. gridasov 15 November 2019 11: 39 New
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              Speak correctly! Because the new destroys the old. The new can dominate development only when the old loses its ability to provide tasks. Inventing and implementing a hundred years ago was much easier than now. Especially with regard to fundamental principles.
  • tank-master 15 November 2019 21: 57 New
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    "As Brandl noted, the ACE program focuses on two-stroke diesel / multi-fuel engines with opposed pistons, which is associated with their inherent low heat dissipation. For such engines, two pistons are placed in each cylinder, which form a combustion chamber between themselves, as a result, a cylinder head is excluded, but two crankshafts and an inlet and an outlet port are required in the cylinder walls. "With Cummins, it revitalized and modernized this engine."
    And in Kharkov, such engines have been mass-produced since the 60s and put on tanks of the T-64, T-80UD series and offspring and BTR-4 ... in recent years ... only the range goes 3-5-6 cylinders. And everyone scolds these engines .. and here is such a mover and advancement in the future.
    1. Cheerock 16 November 2019 12: 51 New
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      Two-stroke engines have several unpleasant features, because of which they were abandoned even in motorsport.
  • Sancho_SP 15 November 2019 22: 01 New
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    Much has been written, but the essence is simple:

    An electric transmission is more expensive and heavier than a mechanical one. We are waiting either when it will become cheaper, or when consumers of high power electricity appear on ground equipment.
  • bird 17 November 2019 13: 31 New
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    There was an interesting concept in Israel, where the ICE piston played the role of a rotor in the generator (well, more precisely, the moving core in the coil), the guys were silent, perhaps there was nowhere to put the heat. then the piston must have a magnetic field, and it gets infected. And it turns out so beautifully on paper, even there were some pictures, like they did in iron.