Interesting 'wish list' and suggestions!
Here's some thoughts which in most cases would no doubt ante up the costs but possibly could increase efficiency or ease of adaptation in some regards.
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TIGER Turbo/Electric Generator Device:
I'd too'd also like to see that TIGER turbo/electric exhaust heat recovery system as an add on to the Insight.
Perhaps with some modification: such as a Turbo/Hydraulic device powering a remote mounted Hydraulic/Electric generator. This might be done for reasons of spacial constraints in the engine bay for one big unit, but, perhaps more for heat isolation issues, and longevity of the electric generator component and it's bearings.
A heat exchanger for cooling the drive fluid to a remote mounted generator, if required, could be used to partially warm the air intake to an optimum level.
The TIGER devices' turbos' sealed bearing would likely need be cooled by engine coolant; heat from that part of the system might also be recovered to warm an intake air system with a heat exchanger set into the intake.
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ERF - Electro-Rheological Fluids:
Another thought would be to utilize electro-rheological fluids (ERF) as the fluid drive coupling if the turbo/electric unit was one piece. Imagine two spinning plates, one from the turbo, the other to the generator, set close together where the viscosity/friction of the fluid between them can be changed dynamically almost immediately by the amount of electrical current passed through the fluid. Conditions of how fast the unit spun up could be optimized via electrical/rheological control of the fluid for both optimal acceleration and thermal recovery.
The turbo part of the TIGER in the exhaust stream could be controlled to almost freewheel or alternatively spin up the electrical generator as required, by changing the viscosity altered by volts applied to the ERF between the plates.
Not sure exactly how it works [guessing a polarity change?/conformational change? of a divalent molecule??? ] but practically it's something like: the more volts then the stiffer the fluid or depending maybe visa versa.
Other than putting energy in the wrong direction I suppose for performance, but no reason the TIGER system could not be used to temporarily speed gas flow along for more power output for the engine, by making the generator of a TIGER type generator system become a motor momentarily, ...somewhat defeating it's energy miser aspect.
On the downside, development of a turbo/hydraulic component linked to a hydraulic/electric rheologically variable circulating fluid coupling for the Tiger system would no doubt add more weight and complexity, and loss of overall efficiency, not to mention perhaps higher cost compared to a direct drive type unit with reduction gears etc, …but on the pro side such a split system may allow for a variety of placement possibilities of the electrical generator component somewhat isolated from the 800C hot exhaust parts and better longevity .
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ERF SHOCKS:
ERF technology is also now used in such items as for shock absorber/dampers to alter the fluid characteristics passing through the shock absorber/dampers valving to render a softer or harder road feel to the suspension.
An ERF shock system could be set-up to vary with road conditions dynamically depending on inputs of shaft movement/amplitude of oscillation, rate of change/big bumps or smooth surface etc; and perhaps even real sophisticated stuff like weight transfers, front to back, and side to side in the chassis concomitantly. Such could be taken into consideration by some pre-set algorithms determined by calculation or experimental manual twisting of dials, and then computer controlled.
This stuff is no doubt now already or soon part of high end aftermarket shocks for a few cars such as porsche. The applicability may be altered by cost.
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The same ERF shock absorber technology could be used for something like an aftermarket engine vibration damper where the viscosity of the special fluid could be cycled in voltage synchronously based on sensors not unlike that used to offset engine vibrations via the strength of IMA pulses.
Quote:
Originally Posted by IamIan
Oh ... add linear generator shock absorbers to my above list as well ... can't believe I forgot those... what was I thinking  |
Saw this after I got into typing up my post. I wonder if an ERF system would be a good addition to the linear generator shock absorber if I understand how it may work. Hadn't heard of those.
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FCX ULTRA-CAPACITOR
Fundamentally,
Honda's1999 FCX ultra-capacitor system with upgrades due to advances in more recent technology would be real nice piggybacked/integrated onto the IMA with MIMA.
The greater rate of energy capture in situations like regenerative braking may result in greater efficiency and better braking with the fast loading ultra-capacitors. Also, rapid discharge for acceleration would be an advantage, ... the 2 page article complete with pics linked above may be of interest.
All regenerated sources of power, such as from the braking or a TIGER system could come initially through the FCX ultra-capacitor system for fast uptake and slowly charge the IMA battery, or power the IMA motor with a quick burst of speed if require.
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Not sure how an ultra-capacitor enhanced braking system would have to be managed to not lock the wheels etc but it might possibly utilize some overriding signals from the ABS.
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I wonder how much Ultra-capacitors are in capacity and price now compared to ten years back. At this point any computer control circuitry is well beyond my understanding likely, but it would be intriguing if the control circuit diagrams for the FCX are available to those 'in the know' who could possibly fab one up. Just a thought.
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TRACTION ASSIST
Although it would not save fuel directly, I'd like to see some form of traction assist involving the IMA motor allowing for a few degrees of slippage i.e. 5% in soft slippy conditions. While slip is being bad for economy, it might help better getting underway in such situations. A 'launch' switch with variable settings is no doubt possible, also feeding off of the ABS signals to alter electrical power sent to the IMA.
Currently, the IMA will stop giving power to the wheels when slippage is detected. When it happened last spring in mud during the melt, it kind of felt like a big loss of power just when the momentum needed preserved, the wheels hooked up and shot out big discrete chunks of mud sorta like 'dig'-'dig'-'dig' in luggy pulses before the engine rpm spooled up.
The stock setup was not really confidence inspiring but the car did made it out the soft stuff.
Tires have the most to do with the traction of course and there's lots of variation well discussed elsewhere.
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MOVEABLE SHUTTERS
The idea of movable shutters for the radiator may be good in concept but in practicality in cold conditions, I would have some reservations. I like the idea of shutters in principle, but the ice and muck thrown up in traffic and picked up going through deep snow and the stuff melting and freezing rapidly due to wind chill might stick the shutters tight when they need be open.
If what is envisioned is something like venetian blinds slats that are used on some big diesel trucks and stationary power plants, all I can say is that up north the systems can freeze shut and jam with ice and melted snow that freezes adjacent the hot radiator.
In all likelihood for several months in many location with hard winter they would be 'closed for the season' anyways, and a low tech buttoned up winterfront made of cardboard, maybe a bit of duct tape and vinyl, plus mechanics wire neatly twisted thru the cars grill to fasten them, with perhaps a flap or two to open up if required, may be just as effective or even better in retaining heat.
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No doubt there is a law of diminishing returns involved in lots of the proposed technological enhancements mentioned, but it would certainly be interesting to try a few of them that don't cost much. The first thing I shall do in an effort to save fuel and run a bit hotter air in winter, is close-in my d-i-y
4 inch flexible tube hot air intake to the catalytic heat shield area a bit better than just the tube in proximity. I'll try and make a partial enclosure using some kludged together aluminum foil roasting pans or somesuch. Perhaps with a bit of flat black high temp paint on the inside.
Don't know if a well bungied mini canvas 'underbelly tarp' is in the plans for my Insight, but that could be cheap and retain a bit more heat.
