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Christ and every one else. I worked on customers cars for 14 years as an owner operator of my own business, so my skin is almost the consistency of titanium, if you know what I mean.
I was fascinated by the number of Engineers who come to this site regularly.
To me that represents a desire to address the inefficiencies of current automotive designs.
Sometimes my own lack of formal education makes me a little gun shy when it comes to debates where that weakness may be exploited to my disadvantage, but then practical experience and demonstrations of a concept have their own validity. Remember the Wright brothers had very little education.
I am not trying to argue any of your most valid points my friend. I just see potential. On of my demonstration tools is a simple cylinder, with a steel rod of about 4 inches in length. I turned the rod on my little lathe so the rod was a very close fit in the cylinder. Placing my thumb on one end of the cylinder I was surprised to see that if I put the rod in the cylinder and banged one hand against the other the vacuum created was strong enough to keep the solid steel rod from exiting the end of the cylinder.
Some photos of my small demo model of my design.
This is a piston in cylinder positive displacement pump.
It is also variable displacement.
It does not reciprocate.
The outer portion, outside the black highlighted part, is the rotating portion.
Notice the lack of connecting rods, a large frictional loss in a conventional recip engine or pump.
The inlet and outlet ports are located in the adjustable journal, where the red highlighted cylinders meet. Adjusting that journal accomplished a change in the stroke position. One photo shows the neutral or no stroke position, while the rest show a stroke position and several positions of the outer rim in that same stroke position.
Consider this as a hydraulic in wheel drive for vehicles, where this pump motor replaces your conventional brakes, and eliminates the necessity of all the rest of your power train components. The pump-motors are driven by a hydraulic accumulator. The engine, motor, or whatever stored energy consuming power source can now be cycled to replenish the charge level in the accumulator, but all power to the wheels comes from the accumulator itself.
Virginia Tech has looked at it for a year as a Senior Engineering project, and the same design was published in the August edition of the AMSE journal.
A super lightweight much simpler power train that could be incorporated into a very inexpensive hydraulic hybrid vehicle that could sell for less than anything on the market today.
The patent has passed the initial review and the test of novelty, it should be issued within a few months.
It might have a function in the electric compressor application, although that was not my conceptual pathway.
Christ, it just seems to me that there is something wrong with an electric supercharger that requires 200 amps to blow one atmosphere but can only extract such a low amount of power working for the opposite purpose.
I wont try to contradict your valid points, because I am sure of your ability, due to looking at your many posts here.
It just seems to me that such a wide disparity in the power required versus the power that could be potentially extracted would indicate that there was something wrong with the basic design of the system in this thread.
It may just be my ignorance, but remember ignorance is curable, stupidity is not.
I think my design demonstrates the I am not stupid, but lets let the reader make that determination. The ability to be self critical is a key component in my persona, mistakes are the pathway to success.
regards
Mech
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