Quote:
Originally Posted by NachtRitter
Fine, you can argue that, but now you're opening the door to a properly designed pusher, which could also be designed to run at or near optimum BSFC (using CVT) while pushing and shut off otherwise.
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Except ... the CVT has it's limits... and this is known.
#1> It can not give the pusher's ICE any RPM at any tire RPM.
#2> It can not give the Pusher ICE any torque at any tire torque.
#3> It can not give the pusher ICE any combined power ( rpm and torque ) at any tire power ( combined rpm and torque ).
#4> The Pusher Trailer has a less efficient cycle efficiency through the batteries than the generator trailer does... if that is even ever used.
that is the point I made on the BSFC ... if the situation means the limits of the transmission must force the Pusher's ICE into or out of those areas ... then that determines if it is more efficient or less efficient than the generator.
If the situation allows for the pusher ICE to stay inside the red ... it is more efficient.
If the situation does not allow for that than it doesn't ... between red and blue ... generator is more efficient for joules not cycled through batteries ... pusher is more efficient for the joules cycled through the batteries.
If the Pusher ICE is ever operated outside the blue ... than it is operating at a lower net efficiency than the generator allows for.
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If it helps any to try and see when those situations might happen.
Here are some examples I found for CVT Ratio limits: (
Link)
Nissan:
Highest: 0.394:1
Lowest: 2.349:1
Honda:
Highest: 0.452:1
Lowest: 2.427:1
GM:
Highest: 0.443:1
Lowest: 2.618:1
Ford:
Highest: 0.41:1
Lowest: 2.47:1
Chrysler:
Highest: 0.394:1
Lowest: 2.349:1