xpensive wrote:I still cannot separate myself from the Williams-Renault CVT, what if it worked?
It did work but like any other cone type CVT of the Van Doorne concept.
Ask David Coulthard he drove the prototype for Williams not long after I visited Patrick Head for a brief discusion on the bevel epicyclic gearbox I had at the time for F1 'auto or semi automatic use'.
Unfortunately the FIA banned the Williams F1 CVT before it could race and my system, with 8 to 25 stepped ratio potential was not developed.
I did use a 5 ratio version in a 150 bhp mini test car successfuly however.
Patrick Head has continued to champion CVT and TVT technology right up to the flybrid type systems that use toloroidal disks to transfer torque from input to output. Unfortunately these also require energy to hold the disks
(cones in the van doorne system)with sufficient force to maintain frictional drive. Of course the control system for a high reving and high powered F1 application become both heavy and inefficient. This is why Williams only use the storage flywheel part of the original KERS idea they had with induction charging from a seperate electric motor/generator (Porsche GT3 Hybrid).
My ESERU is a complete 7 (or any number) of ratio gearbox as well as an energy recovery and applicaton device. It requires NO other gearing or external components other than an electronic control system and an electrical storage device. As well as being configured as an F1 Kers device, it can also replace almost any road vehicle conventional gearbox in most production vehicles and can even replace the whole powertrain to result in a pure electric drive train.
It has been looked at favourably by a number of F1 teams but needs a large enough development budget to take further. I have received no negative feed back technicaly up to now. Perhaps I will see a version of it in production, stolen as many of my ideas have been over the years.