Turbine-electric Jag accelerates like a jet

  • Thread starter Thread starter Astronuc
  • Start date Start date
  • Tags Tags
    Jet
Click For Summary

Discussion Overview

The discussion centers around the Jaguar turbine-electric vehicle, exploring its design, performance capabilities, and the implications of using micro gas-turbines in automotive applications. Participants examine the efficiency, acceleration, and potential drawbacks of this innovative propulsion system.

Discussion Character

  • Exploratory
  • Technical explanation
  • Debate/contested

Main Points Raised

  • Some participants highlight the impressive acceleration and performance metrics of the turbine-electric Jaguar, noting its capability to reach 205 mph and accelerate from 0-62 mph in 3.4 seconds.
  • Others discuss the advantages of coupling a high-efficiency gas turbine engine with electric drive, suggesting that this could replace traditional internal combustion engines with more efficient options.
  • Concerns are raised about the potential drawbacks of using gas turbines, including increased weight from safety features and maintenance challenges.
  • Participants mention the historical context of turbine engines in automobiles, comparing current designs to earlier attempts that had mixed results.
  • Some express skepticism about the practicality of turbine engines in consumer vehicles, citing cost-effectiveness and maintenance issues as significant barriers.
  • There is a discussion about the noise generated by gas turbines, with differing views on the sources of noise and the potential for quieter operation in smaller turbines.
  • Questions arise regarding specific technical features of the vehicle, such as exhaust vectoring and aerodynamic components, indicating a need for clearer explanations or illustrations.

Areas of Agreement / Disagreement

Participants express a mix of enthusiasm and skepticism regarding the turbine-electric Jaguar. While some appreciate the innovative design and potential benefits, others remain doubtful about the feasibility and cost-effectiveness of turbine engines in automotive applications. No consensus is reached on the practicality of these technologies.

Contextual Notes

Some discussions touch on the limitations of turbine technology in smaller applications and the evolving efficiency of alternative engine designs, indicating that the conversation is influenced by ongoing developments in automotive engineering.

  • #31
Some references to Dimofte's work here:

http://www.grc.nasa.gov/WWW/RT/RT1996/5000/5340d.htm
 
Last edited by a moderator:
Engineering news on Phys.org
  • #32
Danger said:
Now that I've had a chance to read the links as well as just the thread, a couple of questions come to mind.
First off, I don't quite get what the exhaust vectoring is about. As far as that goes, I don't even know exactly what they mean about the CF rear diffuser. I'm pretty sure that it would be crystal clear with an illustration or two, but I'm not getting much from the text. I know that the latter has to do with undercarriage aerodynamics, and assume that they are using the venturi effect for downforce, but it is a little vague.
Secondly, is that a pencil shown in front of the turbine engine as a scale indicator? If so, I'm astounded to an extent that almost requires a change of trousers.

I love that car!

It's one of the features that helps feed air to the turbines.
 
  • #33
Thanks, Husker.
 
  • #34
minger said:
There is a couple of papers out there that describe them; they should be by a guy named Dimofte (sp?). From what I understand, the unique profile on the journal produces a self-stabilizing hydrodynamic force.

They are still in testing phase, but could potentially be a huge improvement over buffer-supplied air bearings that are in use right now.

Air bearings that do not require buffer air (any gas) are technically called self-acting, hydrodynamic or aerodynamic and there are a multitude of mechanisms that are used to stabilise them. Waves or lobed air/gas bearings have been used for many years starting with the circulating pumps in nuclear power plants in the 1960s. Other mechanisms to stabilise them are steps or spiral grooves (do a search for spiral groove air bearings) sometimes called herringbone grooves in journal bearings. Smiths Industries and Ferrantis had many thousands of this latter type in gyroscopes in the 60s, 70s and 80s. As with many technologies changing the name slightly allows an application for research funding!
All these self-acting air bearing designs with a rigid surface have significant advantages over the foil type air bearing due to their better control of radial and axial position; and this is why one is seeing more and more applications using air/gas bearings.