Nanda Kumar Janardhanan
May 7, 2014
@inoxx: An elaborated proposal could surely invite greater attention. The elaboration can also be of great interest if looked at from the scope highlighted in the question of 'how to cut down GHG emissions'. Thank you
May 8, 2014
@inoxx: Thank you for your work on the proposal thus far. I am wondering if you could elaborate on whether you think that your proposed solution is a better approach than promoting the wider deployment of regenerative breaking technology (which has already been incorporated in some vehicles, i.e. hybrids), whether these technologies are synergistic, etc?
May 14, 2014
Interesting idea, similar ideas have been explored around the world: http://www.sciencedaily.com/releases/2013/11/131129101759.htm http://www.smartplanet.com/blog/thinking-tech/california-highways-may-soon-produce-their-own-power/ http://www.focus.technion.ac.il/Mar09/researchStory4.htm Like everything else, it has to be durable and economically viable, a life-cycle assessment is required in order to determine if that's really green overall. Cheers !..
May 22, 2014
Not sure if Doron_Bracha covered this in his links but consider piezoelectric devices. For example: http://emerald.ts.odu.edu/Apps/FAAUDCA.nsf/Second%20Place%20Environmental.pdf?OpenFileResource We can chat about additional resources as well, PM me. This source discusses the use of such devices in airports; perhaps busy freeways could make use of this technology as well? I look forward to a greater elaboration of your proposal. -Mike
Jun 6, 2014
It is better to consider whether it is really low cost and cost-effectiveness to reduce emissions. Even though it is relatively low cost in each of the construction, if it is equipped at each traffic lights, it may need huge construction cost. In addition, the test of the safety is required. Also the reductions of emissions might be relatively small in compared with other reduction measures.
Jun 7, 2014
Thermodynamics: Energy comes from somewhere. Any extra resistance on a moving vehicle will slow it down requiring more octane to go the same initial speed. i.e. using octane to power an inefficient system. Sample gos or sped bumps and any other external system, the only valid re-capture is regenerative braking which occurs when the driver wishes the potential energy to be lowered (and come to a stop).
Jun 7, 2014
(typos+edit) Thermodynamics: Energy comes from somewhere. Any extra resistance on a moving vehicle will slow it down requiring more octane to go back to the same initial speed. i.e. using octane to power an inefficient capture system. Same goes for speed bumps and any other external system, the only valid re-capture is regenerative braking which occurs when the driver wishes the inertial energy to be lowered (and come to a stop).
Jun 10, 2014
Greetings. Your 2 capture modes seem to present: #1 - A Kinetic Energy Framework: "Mass In Motion" transitioning to "Mass At Rest" to harvest: #2 - "Mass/Impulse Energy" (i.e., "tire mass" makes "contact" with the speed bumps creating "mechanical impulse energy") #3 - "Braking Impulse Energy" - i.e., the entire vehicle's mass (and dissipation of its kinetic energy)is fully transferred to the stopping surface upon coming to a complete stop. By comparison, and having owned 2 Priuses, "regenerative braking" is always detectable as the car decelerates ("magnetic flux" counterforces and electromagnetic energy are channeled back to the trunk battery module). The braking "feel" was "nonlinear" in my 2000 Prius (as the regenerative braking components/flux flows did not make braking feel "completely smooth and seamless."
Jun 17, 2014
Was I right? Feedback please. Thanks....Mark
Jun 24, 2014
Emissions reduction through the 'bumps' must be weighed against the extra emissions from slowed and more congested traffic. There are claims for abatement projects that merely repair roads increasing traffic flow. However an intriguing idea and further examination is merited!
Aug 13, 2014