You just gotta love the Top Gear guys. Its a pretty straight forward real world im gonna drive my car like an American sort of a show.
Clarkson of Top Gear breaks the Tesla Roadster
The video link above demonstrates Clarkson breaking the Tesla Roadster.
But just sorta makes me think that this is a prime example of Tesla needing more gears on a proper transmission.
Furthermore, the design idea that regeneration/recapturing of energy via the engine just simply doesnt work well.
1 miles per watt = 1 609.344 m-1 kg-1s 3
1 miles per volt = 1 609.344 m-1 kg-1 s3 A
Im in the process of patenting several technologies and some of my friends have said that this may be a bad idea for several reasons. the common convention has been is to patent early.
A discussion with a few buddies have finally convinced me to build an all electric racing porsche boxster. Primarily this car will allow me to engineer the front wheel generator brake system that i’ve been boring everyone with. So im looking for a 1996 to 2001 Porsche Boxster. Any condition is acceptable.
The Prius and many other front drive & front mounted engines (both hybrid and ev) do regenerative breaking. Why doesnt it work better? Largely because, they are still relying on the traditional setup of having the primary disk breaks do the work. Also, the engine they have attached to the car is simply not designed to be a generator.
Theres a lot of opportunity in generating energy if the 2 front wheels are delegated to both solely independently generate power.
Imagine a setup that both front wheels independently have two separate generators attached to the wheels via a light shaft. Imagine that its computer controlled that knows exactly how much braking is needed to stop the car and where is the break pedal positioned relative to the floor. Imagine if the car also knows what is your cruising speed and incline/decline of the terrain relative to each wheel. Imagine that you have the front break calipers slaved to the magnetic break generators.
now we have system that can intelligently break the car and efficiently recapture energy.
As problems get exponentially more difficult, the need to ask the right questions increasingly becomes necessary.
The major pursuits seem to revolve around, better batteries, lighter cars, and faster motors.
I think those are great pursuits; but I think that we have largely ignored power generation.
- Is main drive engine the right tool to delegate regeneration?
- Is having the car immediately go to regeneration once there is no input from the throttle immediately taking away the kinetic force built up by the engine?
- How much energy has been “created” once the car is in motion? (lets say at 35mph or 45mph?)
- How much energy can be recaptured without needing the engine to rebuild that force?
- Can the car generate energy while cruising with out consuming the main drives force on the wheels?
- Is passive regeneration possible?
3 motor mid-size passenger automobile.
Chassis/SubFrame
The chassis is lifted from a 2008 Mitsubishi Lancer Evo. The roofline has been chopped 2.5 inches and the track width by 2 inches. A lot of carbon fiber has been used and as much weight has been stripped simply because a lot of weight has been added.
Suspension/brakes
GReddy Type-S suspension kit with a large 46mm dia. pistons in a Mono-tube shock, 32-way adjustable damping, adjustable base and spring perches, thick billet upper mounts, and a lightweight coil springs. Instead of the common heavy spring rates, that offer harsh rides and easily loose traction on bumpy American roads, Type-S systems utilize a relatively softer spring with a longer stroke to maximize traction on race tracks or on the street.
Brakes are from Brembo both calipers and rotors on 18 inch BBS alloys
Batteries
The batteries are a mix of 18650 lithium ions, 3-Cell LiPo’s, & optima racing batteries. Crazy? I know! But, you are able to configure the batteries in really effective ways. Place batteries along the frame, body panels and floorboards. (this cost a TON of money)
Recharging
Recharging via braking is primarily done by the two front motors directly & independently attached to each of the two front wheels via drive shafts. This has significantly improved recharging characteristics simply because the setup works as such that the front motors only begin to work at over 25 mph. Below 25 mph, it primarily behaves as brakes and assisted by the brembos in the event of aggressive breaking. At speeds above 25 mph, the front motors assist the rear motor to provide additional power and dynamic recharging takes over. (Dynamic recharging occurs when there are uneven power needs due to imperfections on road surfaces: meaning some motor breaking is applied to maintain maximum grip on the road)
Primary recharging is accomplished via an Air Compressed generator. A 10 gallon tank is in the rear. The benefit of this is a tire inflator at a gas station is always handy. Also, the air being released is also being used for cooling. (im working on a carbon fiber tank)
This generator kicks when the batteries are at 80%. The generator continues to work until it gets the batteries to 100% or runs out of air.
Motor
There are two Modified NetGain 8inch diameter Motors with a direct drive shaft to the wheels producing an estimated 95 hp each at peak.
There is one modified NetGain 11inch diameter motor at the rear.
This is managed by a controller and pc.
Range
500+ Miles on Japanese mountain roads.
I hope to build a 4 motor/AWD on a tesla motor and battery unit around a Mercedes Benz CLS or Mercedes Benz CL
Im looking for Telemetry data for a 2009 Porsche Carrerra4s, Subaru WRX, Nissan GTR, as well as a Mitsubishi Lancer.
If anyone can help out with any ECU dumps or anything like that, it would be great!
