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Detroit, 10:15 AM
Thu Dec 10
26 posts in the last 24 hours
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10/29/08
Are those for downforce akin to Jim Hall's Chaparral 2J design?
"Brown now corners like a mutha."
10/29/08
I was always concerned about frictional losses in the hydraulic piping, and the safety of the high pressure reservoirs.
10/29/08
PDF about the technology as used in a Ford SUV.
The big benefit of hydraulic over electric is power density and delivery. Hydraulic is able to absorb and deliver very high amounts of power without the problems that batteries suffer from. Ultracapacitors are one way to help the battery overcome these huge power demands, but aren't cheap.
EPA estimated that a hydraulic hybrid system would add approx $100 to the vehicle cost over a standard engine/tranny combo (2004 $) with a return in payback at about 1.1 years.. vs the normal hybrid which the payback is about 10.
10/29/08
Interesting. It's odd then that the system isn't it used in passenger cars. What are we missing? Seems like a relatively easy retrofit with so much available hydraulic experience.
10/29/08
10/29/08
What are the advantages of an electric hybrid system over this in a passenger car?
10/29/08
10/29/08
I think its gas, not regular hydraulic fluid since it is not compresible and can not store energy.
10/29/08
@dmdukejr: Is the system any heavier than electric motors + battery packs? Although, battery packs can probably store much more energy per unit mass than an accumulator.
10/29/08
a 22gallon accumliator at max capacity weighs 240lbs (110kg) and would have the energy density of 1110kW-sec, or 305Wh of stored energy. (assuming my math is correct)
Although batteries can store more energy, they can't release or capture it as quick as a hydraulic, or with anywhere near the same efficiency
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10/29/08
Sure, a modern VW or Renault low-output diesel will start under basically all conditions.
Probably moot...I'm sure they'll have block heaters, and when in use, the block will stay warm enough.
10/29/08
/off the top scientific insight