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Should all new cars have electronic speed limiters?
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#131
 
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Re: Should all new cars have electronic speed limiters? -
05-14-2007
, 04:56 PM
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John Beardmore (wookie (AT) wookie (DOT) demon.co.uk) gurgled happily, sounding much like they were saying : Your wording "It was caused solely by..." suggests that you've totally missed the point. No, it suggests I've actually watched the video. Everybody would have been fine if the fuckwit hadn't tried to swerve to miss the animal. |
Everybody would be fine if the driver were more cautious and didn't
overtake.
Everybody would be fine if the driver were better trained to assess the
risks better.
Everybody would be better off if cars were better separated from
pedestrians.
There would have been a better chance of better outcome if all involved
had more time to think and / or get out of the way, i.e. lower speed.
Bottom line is, there must be a link between risk and speed - the issue
is
'What speed offers acceptable risk ?'
Cheers, J/.
--
John Beardmore
#132
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John Beardmore wrote: I still suspect that 'burn and coast' may offer better economy. Possibly. But 'keep rigidly within a few mph regardless' is very unlikely to offer anything like the best economy. |
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Which is where we started... |
Cheers, J/.
--
John Beardmore
#133
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Which again suggests you've missed the point. |
It was a work of fiction, a story, not real, made up, complete bullshit.
#134
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In message <48ckh4-gpi.ln1 (AT) sirius (DOT) tg00suus7038.net>, The Ghost In The Machine <ewill (AT) sirius (DOT) tg00suus7038.net> writes In sci.environment, John Beardmore wookie (AT) wookie (DOT) demon.co.uk wrote The transponders would also be hooked to law enforcement officials and weather systems. Backup monitors would also be hooked to the former, so that a cruiser can be dispatched to deal with the offending automobile, which obviously doesn't have a working limiter under certain observation patterns. I think most drivers would feel this to be excessive micro-management. Aye. But then, many drivers apparently feel the 65 mph speedlimit to also be excessive micro-management. Well - under some circumstances I'd probably agree with them that the risks might be acceptable. |
routinely what happens around here. :-)
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| Electric cars are not the most efficient. That might go to a Stirling engine. I'm not convinced unless so have some very good on board use for low grade heat ? Best use I have for it is one's tootsies in the passenger compartment, and I'm not sure how "low grade" one is discussing here. 80 to 110 centigrade I guess. |
passenger compartment, and/or to outside, depending on a vent setting.
(Much like heat from the motor is fed thorugh now, although for safety
reasons one will probably use a fluid-filled heater core in both cases.)
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| Most likely the heat will simply be rejected to the car following. :-) 50 odd kW ! |
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| What give you the idea these would be efficient in an automotive context ? I'll have to get back to you on that; mind you, I was under the apprehension that they were more efficient than the current reciprocating piston affair. It would certainly be good to know for sure. |
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| I'm hoping for a continously variable transmission at some point, which would eliminate the need for batteries in a post-hybrid car. Hmmm... Sounds more like the variable speed drive systems that are probably already in hybrid cars. The idea is probably vaguely similar, though I was under the understanding that many hybrid cars use electric drive. Electric motors need no tranny. :-) I don't think they are 1:1 to the hubs ? |
drive would be to have a single electric motor feeding
a differential; the gearing would probably be 2:1 or so.
Some racing sim programs have the option to change out the
rear differential with gear ratios, and it's easily enough
seen that there are -- maybe -- 3 or 4 gears in there,
2 of which are to the wheels, 1 to the main driveshaft,
and maybe 1 extra for symmetry.
http://en.wikipedia.org/wiki/Differe...28mechanics%29
is about what I'm thinking, with a single transfer gear
(green, bottom), a drive gear, and two side gears. The
limited-slip would be implemented on the drive gear side,
presumably.
http://en.wikipedia.org/wiki/Limited_slip_differential
suggest some limited-slip methods, among them clutches
and viscosity.
The rest of the tranny -- which might be most easily seen
at http://auto.howstuffworks.com/automa...ansmission.htm
-- is not really needed in an electric-drive vehicle, but
the rear end would still be useful, unless one uses quad
electric motors with some sort of electronic power control
(to replace the limited-slip differential).
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| People are more likely to be persuaded to go carbon neutral by education than by force. There are some problems with education, as it's based on trust. There are also a lot of problems with institutional mistrust. How do we know they're not trying something? For all we know it's a gigantic conspiracy for those in the environmental movement to deny everyone their rightful dollop of fuel, as opposed to any concern regarding increased average global temperatures, weather instability, food losses, etc. Maybe you should learn some environmental science then ? Maybe. :-) Personally, I think AGW is a problem, but don't know precisely what we can do about it. (Never mind whether it's human-caused. Well - if it's _A_gw I guess it is... |
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| It's happening. Can we cool the Earth back to a comfortable level?) Good question - right now it seems to more about slowing the rate of damage, but that still strikes me as a necessary start. |
areas. Also, everyone in the US (and ideally everywhere
else) will have to be carbon-neutral, and then some,
to forestall the 10 million or so metric tonnes of CO2
poured into the atmosphere daily just by our driving.[*]
(To be fair, 7.3 million tonnes is the oxygen bound with
the carbon atom. It's still a lot.)
Unfortunately, this area seems to have nothing but
diesel trains for Caltrain -- which they're making
noises about replacing, so one hopes they can be made
less carbon-consuming. (It's still an improvement
over the private auto, just not as much as one would
like.) The San Jose light rail vehicle, fortunately,
is electrically powered. Unfortunately, I can no longer
use it; my employment is north rather than south. :-)
There's apparently an interesting issue for Brazilian
hydroelectric dams, especially since CH4 is about 10x-20x
more potent mole per mole than CO2, if my understanding
is correct.
http://news.bbc.co.uk/2/hi/science/nature/6638705.stm
Whether this is an issue for us here in the United States,
I'll admit I don't know.
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| Cheers, J/. |
--
#191, ewill3 (AT) earthlink (DOT) net
Murphy was an optimist.
--
Posted via a free Usenet account from http://www.teranews.com
#135
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In message <MPG.20b272e35f8cf8998a794 (AT) news (DOT) karoo.co.uk>, Conor conor.turton (AT) gmail (DOT) com> writes In article <EwSouKY+70RGFwJE (AT) wookie (DOT) demon.co.uk>, John Beardmore says... Hmmm... Going up hill is when the biggest proportion of the mechanical output of the engine is doing necessary work. Within reason it's hard to see the problem here. And in fact fuel efficiency courses tell you to maintain the speed if possible up hill. Probably makes sense to stay in the power band. |
#136
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In message <b73c6$4648616b$3e18e6cb$28189 (AT) news (DOT) vispa.com>, Richard Polhill <richard.news (AT) polhill (DOT) vispa.invalid> writes Conor wrote: In article <EwSouKY+70RGFwJE (AT) wookie (DOT) demon.co.uk>, John Beardmore says... Hmmm... Going up hill is when the biggest proportion of the mechanical output of the engine is doing necessary work. Within reason it's hard to see the problem here. And in fact fuel efficiency courses tell you to maintain the speed if possible up hill. Yes within reason. In actual fact you'll see the driver-controlled cars decelerate slightly at least at the start of an incline, whereas the cruise-controlled ones will react much faster to the deceleration and open the throttle earlier. Where is the evidence for this generalisation ? |
#137
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In sci.environment, John Beardmore wookie (AT) wookie (DOT) demon.co.uk Electric cars are not the most efficient. That might go to a Stirling engine. I'm not convinced unless so have some very good on board use for low grade heat ? Best use I have for it is one's tootsies in the passenger compartment, and I'm not sure how "low grade" one is discussing here. 80 to 110 centigrade I guess. More than enough to heat one's tootsies; the heat gets rejected into the passenger compartment, and/or to outside, depending on a vent setting. (Much like heat from the motor is fed thorugh now, although for safety reasons one will probably use a fluid-filled heater core in both cases.) |
by the engine productively.
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Most likely the heat will simply be rejected to the car following. :-) 50 odd kW ! Yes, more or less. |
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What give you the idea these would be efficient in an automotive context ? I'll have to get back to you on that; mind you, I was under the apprehension that they were more efficient than the current reciprocating piston affair. It would certainly be good to know for sure. I'll admit to some curiosity. |
for micro CHP where getting 2kW out of 10 gets you a 50% increase in the
value of fuel burned and all the low grade heat can be used though.
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Unfortunately, this area seems to have nothing but diesel trains for Caltrain -- which they're making noises about replacing, so one hopes they can be made less carbon-consuming. (It's still an improvement over the private auto, just not as much as one would like.) |
That has been hotly contested !Quote:
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The San Jose light rail vehicle, fortunately, is electrically powered. Unfortunately, I can no longer use it; my employment is north rather than south. :-) There's apparently an interesting issue for Brazilian hydroelectric dams, especially since CH4 is about 10x-20x more potent mole per mole than CO2, if my understanding is correct. http://news.bbc.co.uk/2/hi/science/nature/6638705.stm |
At least it doesn't contribute to the depletion of fossil fuels !
Cheers, J/.
--
John Beardmore
#138
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John Beardmore wrote: In message <b73c6$4648616b$3e18e6cb$28189 (AT) news (DOT) vispa.com>, Richard Polhill <richard.news (AT) polhill (DOT) vispa.invalid> writes n reason. In actual fact you'll see the driver-controlled cars decelerate slightly at least at the start of an incline, whereas the cruise-controlled ones will react much faster to the deceleration and open the throttle earlier. Where is the evidence for this generalisation ? Go and watch. |
each car that has CC engaged !
As it is, I've driven some hundreds of thousands of miles, and don't
agree with your assumption that "driver-controlled cars decelerate
slightly at least at the start of an incline".
Further, even if it were true, I'm not sure that it would improve
economy.
Cheers, J/.
--
John Beardmore
#139
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John Beardmore <wookie (AT) wookie (DOT) demon.co.uk> wrote: Which again suggests you've missed the point. Bloody hell he's not the only one. It was a work of fiction, a story, not real, made up, complete bullshit. |
related accident. The fact that some particular film clip is staged
doesn't mean that probability and severity of accident are unrelated to
speed.
Cheers, J/.
--
John Beardmore
#140
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It was a work of fiction, a story, not real, made up, complete bullshit. So ? It is presumably suppose to be representative of a class of speed related accident. The fact that some particular film clip is staged doesn't mean that probability and severity of accident are unrelated to speed. |
fire hose around his waist, fall ten stories then kick in a glass window
with his bare feet? After all, I've seen that on the TV as well.
<shakes head>
Reality <----------> Fantasy
The clip you are emoting about is 100% to the right of that diagram.
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