Oh you mean my mate Julian Thomas (Racelogic boss) ??? OK I will ask him again in about an hour! We discussed this before he ever designed the first ever commertial systems, after being involved in the systems the F1 cars were then using, at the same time as we were building and testing my dynamometer rpm/drum interface!
But why ask him, I asked you since you claimed to know??? He understands physics, he already knows that what you claim isnt possible.
Yes actually!!! Its not a secret. I have no need for any "inside knowledge" since I know the guy who builds the first, and still the best systems there is.
If you knew what patented means, you'd also know there's no need to go to the company to find out that information. You can get it from the patent office.
clive
Oh god here we go again...
Quick simple dirty normal top of range traction control system as used in various guises by race teams, manufacturers, and the over the counter traction control by racelogic, and other clones now.
Wheel speed position sensors (pigyback abs sensors, existing abs sensors, or whatever) look at the speed of each wheel. Software compares all these and if any one, two, or three are going faster by a programable percentage the computer considers that a wheel is spinning. It also looks ate rates of acceleration (programable) and some look at g forces too, and it has a map (programable) so it can see wheels getting faster (mph per revolution) and the gforce not increasing corrospondingly. Now to correct the situation, it begins knocking off sparks, from say every 9th spark on a 4 cylinder engine, then if thats not enough every 7th, and then every fifth, then every third etc. But no even numbers to prevent engine vibration and crank torsional vibration. They cannot stop power being dumped by the clutch!
My apologies, I didn't know you could do that! I imagine there would still be a charge involved?
But, er, surely Burgerman would be looking at
lol, 0w3nD!!1!11oneone!1
Would I? No need as it happens!
ooo thats quite interesting... now where do I find tank engines?
Err tanks? Old spitfires? Or modern turbine engines?
Just been looking on there, how the hell do you find what you are looking for! There are thousands of "solutions" for everything...
No it's totally free - access patents worldwide. Search for anything and everything, that gov site is crap it tells you what and how but hides the link to the real information, your starter for 10.
Though in most cases if a firm puts a group of engineers in a room with all the patents that are applicable they will come up with something that does the same job and does not infringe on any of the patents so no licence has to be obtained. This is quite useful as the patents are usually held by competitors who won't sell licences to their technology. Along the way a few new patents will be obtained that the firm can obtain to protect their IP against that competition or trade for rights to some of the competitions patents.
and here's a Ford one for TC with a hybrid.
JT's Patent.
I have no idea - I've only ever used the USA one :)
The USA patent system is *HUGELY* easier to navigate, if you have the actual patent number for the thing in question.
I think my gf's Scorpio does that. Along with sticking the rear calipers on. Horrid system.
Almost as bad as my Beetle, which has that hateful ESP system to compensate for the fairly naff chassis and energy tyres. It does work; but if I want the car to slide a bit, it snatches to pull it into line.
The only thing scarier to my mind, is the new Seat Leon's "Driver Suggestion" - it apparently twitches the steering wheel to encourage you to tighten the line.
Horrid. Horrid.
Richard
I've been there :)
3.5bhp was just too much for my superglue....
What would be the power to weight ratio of your 3.5bhp r/c car?
There isn't one. Think about it. The engine is turning at xyz revs per minute. It's connected to the gearbox by a clutch. When the clutch is locked, the input shaft to the gearbox is turning at the same xyz rpm as the engine.
When it slips, the input shaft can turn at some lower speed.
Otherwise, the input shaft into the gearbox turns at xyz rpm and whatever gear is selected, determines the speed of the output shaft, e.g. it turns at xyz divided by 4 rpm. This is directly connected to the prop shaft.
Then the prop shaft is connected to the drive shafts via the diff (which is geared), which means they turn at xyz rpm divided by 4, and then divided by (for example) 3 again.
So the engine is turning at xyz and the wheels are turning at xyz / 12 rpm.
The rate at which the wheels are turning means one of two things:
1) The car is travelling at a speed that means the wheels turn at the rate at which the tread needs to move to stay in contact with the road, or 2) The wheels are turning but the car is not going forwards at that speed and the tyres are skidding instead.Optionally, the clutch is slipping so that the engine speed is not directly linked to the speed of the input shaft / prop shaft.
There are alternatives, e.g. the prop shaft is elastic, tyres can rotate at different speeds to the wheels, etc. I don't think anyone need address these in detail. The clutch is the only thing that should be introducing much slop in the transmission, the rest of it is rigid metal rods, linked gears, that type of thing.
I explained this about 50 times already so you cant help him...
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Nah, it'll just make it faster (and therefore introduce more regulations?), and will make road cars impossible to stall (great!)
I'd love one. There's no snake oil there and the only question is availability. Remote, in my case, but I'll live in hope. OTOH this isn't *strictly* what we're all talking about as it doesn't seem to need a clutch as such.
It's not really like what we're discussing though, you wouldn't need to dump the clutch. A bit like an autobox in that sense.
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