Wind Power Vehicle Traveling Down Wind Faster Than The Wind

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Discussion Overview

The discussion revolves around the concept of a wind-powered vehicle that can travel downwind faster than the wind itself. Participants explore theoretical aspects, practical examples, and the mechanics involved in such vehicles, including comparisons with sailcraft and the implications of different wind angles. The conversation touches on both theoretical and experimental perspectives.

Discussion Character

  • Exploratory
  • Debate/contested
  • Technical explanation
  • Mathematical reasoning
  • Experimental/applied

Main Points Raised

  • Some participants assert that it is possible for a vehicle to travel faster than the wind using wind power, while others express skepticism about this claim.
  • One participant references past threads and videos of a working model that achieved significant speeds, suggesting that practical examples exist.
  • There is mention of different types of vehicles, such as propeller-driven cars and sailcraft, with discussions on their efficiencies and performance at various angles to the wind.
  • Some participants propose that the efficiency of the vehicle depends on the angle to the wind, questioning whether there are angles where the propeller or turbine becomes inefficient.
  • Calculations are discussed regarding the potential speeds of wind-powered vehicles, with some participants suggesting that theoretical limits exist based on efficiency and gas properties.
  • Comparisons are made between different models, such as the DDWFTTW vehicle and ice boats like the Skeeter, with claims about their performance in various wind conditions.
  • One participant mentions the need for further calculations and simulations to clarify the performance of these vehicles at different angles to the wind.

Areas of Agreement / Disagreement

Participants express a mix of agreement and disagreement regarding the feasibility of traveling faster than the wind. While some support the idea, others raise doubts and highlight the complexity of the mechanics involved. The discussion remains unresolved with multiple competing views present.

Contextual Notes

Participants acknowledge the limitations of their discussions, including the need for precise definitions and the potential for unresolved mathematical steps. There is also a recognition that practical tests and simulations are necessary to validate claims made in the discussion.

Who May Find This Useful

This discussion may be of interest to those exploring the mechanics of wind-powered vehicles, enthusiasts of experimental physics, and individuals curious about the theoretical limits of speed in relation to wind dynamics.

  • #301
chingel said:
I mean extra energy compared to when the propeller is not spinning. When you engage the propeller, the wind also works on the propeller blade that is turning.
When you engage the propeller the wheels also start braking. To get any "extra energy" by engaging the propeller you have to multiply the wheel force, to get a greater prop thrust. It's the net force resulting from the gearing that determines if you accelerate (gain energy).
 
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  • #302
Unless I missed it, I do not see mention of the, different energy rate changes, as speeds increase.
Wind energy to the turbine will be a cube factor.
Friction losses to body and frame parts increase by a square factor.
The KE of all things that are in motion, increase exponentially.

I looked at the rules (just a quick look) and all energy storage methods are ruled out, but could the transmission system be electric ? Wheel generators, sending electric energy straight to a motor in the turbine ?

Ron
 
  • #303
RonL said:
The KE of all things that are in motion, increase exponentially.

It raises as the square of the velocity. I don't think that's technically "exponentially".

I looked at the rules (just a quick look) and all energy storage methods are ruled out, but could the transmission system be electric ?

I don't recall whether the current rules allow it, but we've certainly discussed that approach. I think it's fine as long as we demonstrate that we have no way of accelerating by using stored energy.
 
  • #304
RonL said:
Unless I missed it, I do not see mention of the, different energy rate changes, as speeds increase.
Wind energy to the turbine will be a cube factor.
Friction losses to body and frame parts increase by a square factor.
The KE of all things that are in motion, increase exponentially.

I looked at the rules (just a quick look) and all energy storage methods are ruled out, but could the transmission system be electric ? Wheel generators, sending electric energy straight to a motor in the turbine ?

Ron

Just to nitpick, the first half appears to be talking about the upwind turbine cart, but then you talk about putting the motor on the turbine and the generators on the wheels, which would be the reverse of what you would want to do with the upwind cart.
 
  • #305
Llyricist said:
Just to nitpick, the first half appears to be talking about the upwind turbine cart, but then you talk about putting the motor on the turbine and the generators on the wheels, which would be the reverse of what you would want to do with the upwind cart.

:biggrin: I am going to need to back off a little, this where I start getting in trouble. This is an area that starts over lapping into electric aviation possibilities in my mind.
You are correct,...but if...
Motor/generator actions can be switched almost instantly changing which and where resistance is lost or applied, as energy,... does this give some amount of micro tweaking of that leverage effect mentioned before?

Ron
 
  • #306
RonL said:
Motor/generator actions can be switched almost instantly changing which and where resistance is lost or applied, as energy,... does this give some amount of micro tweaking of that leverage effect mentioned before?

I don't think so. The most we can ask of the transmission is to transmit the power with as near as possible 100% efficiency. The leverage we take advantage of comes from the difference in velocity between surface and air.
 

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