electronics, physical experiment, real mad science, science, silly

Real Mad Science #1

I like the idea of those little USB power banks. If your phone dies, you can plug it into one, and boom! It’s like you’ve got a whole other battery to run your device off of. Because that is, literally, what you’ve got.

I didn’t have a power bank. I usually don’t need one, since I rarely travel too far from home, on account of the world scares me. But I decided I did want to have a powerbank for emergencies. And since I’ve been doing a bit of soldering lately anyway, I decided why not make my own.

A sensible person would have, say, bought the cheapest possible cordless drill battery and used the cells from that. I am not a sensible person. Here’s my improvised power bank (which I must add, actually works, although I forgot to turn the phone’s screen on for proof):

Ghetto Power Bank.png

That’s what normal DIY techie people do, right? They wire two lantern batteries in parallel, solder the leads to a car cigarette lighter USB charger and plug their phone into that. Right?

These are ridiculously cheap lantern batteries. Probably zinc chloride “heavy duty” cells, which means they’ll probably leak horrible corrosive stuff as they age. But, wonder of wonders, the bastards work. A few dollars, some solder, and some throwing away of common sense, and I have a perfectly functional powerbank. It’s not rechargeable, of course, but I don’t need it to be. This is for, for instance, those times when the power goes out and I can’t charge my phone, but I really wanna keep watching Big Clive videos on YouTube, and I need a charge.

There you have it: the first (and definitely not the last) act of Sublime Curiosity Real Mad Science. I should probably punch up the name.

EDIT: Here’s the powerbank after I neatened it up with a little extra solder, too much hot glue, and a switch, so that the car adapter wouldn’t run all the time and slowly drain the batteries.

Better Ghetto Powerbank.png

EDIT 2: I did a little poking around on the Internet, and found that, in all likelihood, each of these lantern batteries holds 11,000 millamp-hours. Since they’re in series, I’ve just gone and made myself a 11 amp-hour powerbank! From watching too much Big Clive, I know that an iPhone like mine will take 500 millamps if it can, but with these batteries, that’s something like 22 hours of continuous charging. Not bad, for $8 worth of batteries!

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Cars, physics, thought experiment

A City on Wheels

Writing this blog, I find myself talking a lot about my weird little obsessions. I have a lot of them. If they were of a more practical bent, maybe I could’ve been a great composer or an architect, or the guy who invented Cards Against Humanity. But no, I end up wondering more abstract stuff, like how tall a mountain can get, or what it would take to centrifuge someone to death. While I was doing research for my post about hooking a cargo-ship diesel to my car, another old obsession came bubbling up: the idea of a town on wheels.

I’ve already done a few back-of-the-envelope numbers for this post, and the results are less than encouraging. But hey, even if it’s not actually doable, I get to talk about gigantic engines and huge wheels, and show you pictures of cool-looking mining equipment. Because I am, in my soul, still a ten-year-old playing with Tonka trucks in a mud puddle.

The Wheels

Here’s a picture of one of the world’s largest dump trucks:

liebherr_t282_1

That is a Liebherr T 282B. (Have you noticed that all the really cool machines have really boring names?) Anyway, the Liebherr is among the largest trucks in the world. It can carry 360 metric tons. It was only recently outdone by the BelAZ 75710 (see what I mean about the names?), which can carry 450 metric tons. Although it doesn’t look as immediately impressive and imposing as the BelAZ or the Caterpillar 797F, it’s got one really cool thing going for it: it’s kind of the Prius of mining trucks. That is to say, it’s almost a hybrid.

I say almost because it doesn’t (as far as I know) have regenerative braking or a big battery bank for storing power. But those gigantic wheels in the back? They’re not driven by a big beefy mechanical drivetrain like you find in an ordinary car or in a Caterpillar 797F. They’re driven by electric motors so big you could put a blanket in one and call it a Japanese hotel room. The power to drive them comes from a 3,600-horsepower Detroit Diesel, which runs an oversized alternator. (For the record, the BelAZ 75710 uses the same setup.)

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A Toyota on Mars (Cars, Part 1)

I’ve said this before: I drive a 2007 Toyota Yaris. It’s a tiny economy car that looks like this:

2007_toyota_yaris_9100

(Image from RageGarage.net)

The 2007 Yaris has a standard Toyota 4-cylinder engine that can produce about 100 horsepower (74.570 kW) and 100 foot-pounds of torque (135.6 newton-metres). A little leprechaun told me that my particular Yaris can reach 110 mph (177 km/h) for short periods, although the leprechaun was shitting his pants the entire time.

A long time ago, [I computed how fast my Yaris could theoretically go]. But that was before I discovered Motor Trend’s awesome Roadkill YouTube series. Binge-watching that show led to a brief obsession with cars, engines, and drivetrains. There’s something very compelling about watching two men with the skills of veteran mechanics but maturity somewhere around the six-year-old level (they’re half a notch above me). And because of that brief obsession, I learned enough to re-do some of the calculations from my previous post, and say with more authority just how fast my Yaris can go.

Let’s start out with the boring case of an ordinary Yaris with an ordinary Yaris engine driving on an ordinary road in an ordinary Earth atmosphere. As I said, the Yaris can produce 100 HP and 100 ft-lbs of torque. But that’s not what reaches the wheels. What reaches the wheels depends on the drivetrain.

I spent an unholy amount of time trying to figure out just what was in a Yaris drivetrain. I saw some diagrams that made me whimper. But here’s the basics: the Yaris, like most front-wheel drive automatic-transmission cars, transmits power from the engine to the transaxle, which is a weird and complicated hybrid of transmission, differential, and axle. Being a four-speed, my transmission has the following four gear ratios: 1st = 2.847, 2nd = 1.552, 3rd = 1.000, 4th = 0.700. (If you don’t know: a gear ratio is [radius of the gear receiving the power] / [radius of the gear sending the power]. Gear ratio determines how fast the driven gear (that is, gear 2, the one being pushed around) turns relative to the drive gear. It also determines how much torque the driven gear can exert, for a given torque exerted by the drive gear. It sounds more complicated than it is. For simplicity’s sake: If a gear train has a gear ratio greater than 1, its output speed will be lower than its input speed, and its output torque will be higher than its input torque. For a gear ratio of 1, they remain unchanged. For a gear ratio less than one, its output speed will be higher than its input speed, but its output torque will be lower than its input torque.)

But as it turns out, there’s a scarily large number of gears in a modern drivetrain. And there’s other weird shit in there, too. On its way to the wheels, the engine’s power also has to pass through a torque converter. The torque converter transmits power from the engine to the transmission and also allows the transmission to change gears without physically disconnecting from the engine (which is how shifting works in a manual transmission). A torque converter is a bizarre-looking piece of machinery. It’s sort of an oil turbine with a clutch attached, and its operating principles confuse and frighten me. Here’s what it looks like:

torque_convertor_ford_cutaway1

(Image from dieselperformance.com)

Because of principles I don’t understand (It has something to do with the design of that impeller in the middle), a torque converter also has what amounts to a gear ratio. In my engine, the ratio is 1.950.

But there’s one last complication: the differential. A differential (for people who don’t know, like my two-months-ago self) takes power from one input shaft and sends it to two output shafts. It’s a beautifully elegant device, and probably one of the coolest mechanical devices ever invented. You see, most cars send power to their wheels via a single driveshaft. Trouble is, there are two wheels. You could just set up a few simple gears to make the driveshaft turn the wheels directly, but there’s a problem with that: cars need to turn once in a while. If they don’t, they rapidly stop being cars and start being scrap metal. But when a car turns, the inside wheel is closer to the center of the turning circle than the outside one. Because of how circular motion works, that means the outside wheel has to spin faster than the inside one to move around the circle. Without a differential, they have to spin at the same speed, meaning turning is going to be hard and you’re going to wear out your tires and your gears in a hurry. A differential allows the inside wheel to slow down and the outside wheel to spin up, all while transmitting the same amount of power. It’s really cool. And it looks cool, too:

cutaway20axle20differential20diff-1

(Image from topgear.uk.net)

(Am I the only one who finds metal gears really satisfying to look at?)

Anyway, differentials usually have a gear ratio different than 1.000. In the case of my Yaris, the ratio is 4.237.

So let’s say I’m in first gear. The engine produces 100 ft-lbs of torque. Passing through the torque converter converts that (so that’s why they call it that) into 195 ft-lbs, simultaneously reducing the rotation speed by a factor of 1.950. For reference, 195 ft-lbs of torque is what a bolt would feel if Clancy Brown was sitting on the end of a horizontal wrench 1 foot (30 cm) long. There’s an image for you. Passing through the transmissions first gear multiplies that torque by 2.847, for 555 ft-lbs of torque. (Equivalent to Clancy Brown, Keith David, and a small child all standing on the end of a foot-long wrench.) The differential multiplies the torque by 4.237 (and further reduces the rotation speed), for a final torque at the wheel-hubs of 2,352 ft-lbs (equivalent to hanging two of my car from the end of that one-foot wrench, or sitting Clancy Brown and Peter Dinklage at the end of a 10-foot wrench. This is a weird party…)

By this point, you’d be well within your rights to say “Why the hell are you babbling about gear ratios?” Believe it or not, there’s a reason. I need to know how much torque reaches the wheels to know how much drag force my car can resist when it’s in its highest gear (4th). That tells you, to much higher certainty, how fast my car can go.

In 4th gear, my car produces (100 * 1.950 * 0.700 * 4.237), or 578 ft-lbs of torque. I know from previous research that my car has a drag coefficient of about 0.29 and a cross-sectional area of 1.96 square meters. My wheels have a radius of 14 inches (36 cm), so, from the torque equation (which is beautifully simple), the force they exert on the road in 4th gear is: 495 pounds, or 2,204 Newtons. Now, unfortunately, I have to do some algebra with the drag-force equation:

2,204 Newtons = (1/2) * [density of air] * [speed]^2 * [drag coefficient] * [cross-sectional area]

Which gives my car’s maximum speed (at sea level on Earth) as 174 mph (281 km/h). As I made sure to point out in the previous post, my tires are only rated for 115 mph, so it would be unwise to test this.

I live in Charlotte, North Carolina, United States. Charlotte’s pretty close to sea level. What if I lived in Denver, Colorado, the famous mile-high city? The lower density of air at that altitude would allow me to reach 197 mph (317 km/h). Of course, the thinner air would also mean my engine would produce less power and less torque, but I’m ignoring those extra complications for the moment.

And what about on Mars? The atmosphere there is fifty times less dense than Earth’s (although it varies a lot). On Mars, I could break Mach 1 (well, I could break the speed equivalent to Mach 1 at sea level on Earth; sorry, people will yell at me if I don’t specify that). I could theoretically reach 1,393 mph (2,242 km/h). That’s almost Mach 2. I made sure to specify theoretically, because at that speed, I’m pretty sure my tires would fling themselves apart, the oil in my transmission and differential would flash-boil, and the gears would chew themselves into a very fine metal paste. And I would die.

Now, we’ve already established that a submarine car, while possible, isn’t terribly useful for most applications. But it’s Sublime Curiosity tradition now, so how fast could I drive on the seafloor? Well, if we provide compressed air for my engine, oxygen tanks for me, dive weights to keep the car from floating, reinforcement to keep the car from imploding, and paddle-wheel tires to let the car bite into the silty bottom, I could reach a whole 6.22 mph (10.01 km/h). On land, I can run faster than that, even as out-of-shape as I am. So I guess the submarine car is still dead.

But wait! What if I wasn’t cursed with this low-power (and pleasantly fuel-efficient) economy engine? How fast could I go then? For that, tune in to Part 2. That’s where the fun begins, and where I start slapping crazy shit like V12 Bugatti engines into my hatchback.

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Forget flying cars. I want a submarine car!

The metal container powered by the explosion of million-year-old liquefied algae which transports me over long distances (My car. Yes, I know I’m a smart-ass.) is a 2007 Toyota Yaris hatchback. It’s a decent enough car, I suppose. It looks about like this:

Image

(Many thanks to the nice person on the Wikimedia Commons who put the photo in the public domain, since I lost the only good photo of my car before it got all scruffy.) According to its specifications, its engine can produce 106 horsepower (79 kilowatts), it weighs 2,326 pounds (meaning it masses 1,055 kilograms), and has a drag coefficient of 0.29 and a projected area of 1.96 square meters (I love the Internet). Those are all the numbers I need to calculate my car’s maximum theoretical speed. I’ll be doing this by equating the drag power on the car (from the formula (1/2) * (density air) * (velocity)^3 * (projected area) * (drag coefficient)) with the engine’s power. I will be slightly naughty by neglecting rolling resistance, which for my car, is usually negligible.

1. Maximum speed on Earth, at sea level: 135 MPH (217 km/h or 60.19 m/s). I may or may not have gotten it up to 105 MPH once, so this estimate seems about right. Worryingly, according to the spec sheet for my tires, they’re only rated up to 112 MPH…

2. Maximum speed on Mars: (Assuming I carry my own oxygen, both for me and for the engine.) 538 MPH (866 km/h, 240.50 m/s). I would break the speed record for a wheel-driven land vehicle (Donald Campbell in the BlueBird CN7) by over 100 MPH. And probably die in a rapid and spectacular fashion. But that’d be all right: I always wanted to be buried on Mars.

3. Maximum speed on Venus: (Assuming I avoid dying in burning, screaming, supercritical-carbon-dioxide-and-sulfuric-acid agony.) 36 MPH (58 km/h, 16.23 m/s). Unfortunately, the short-sighted manufacturers didn’t say whether my tires are resistant to quasi-liquid CO2 at 90 atmospheres. The bastards.

4. Maximum speed underwater: This is the one we’re all here for! Water is dense shit and puts up a lot of resistance, as anyone who ever tried running in a swimming pool can attest. Maximum speed: 15 MPH (23 km/h, 6.52 m/s). Wolfram Alpha tells me I’d only be driving half as fast as Usain Bolt can run. I shall withhold judgment until we clock Mr. Bolt’s hundred-meter seafloor sprint.

5. Maximum speed in an ocean of liquid mercury: (Assuming we filled my car with gold bricks to keep it from floating to the surface. Also, why is there an ocean of liquid mercury? That’s horrible.) Maximum speed: 6 MPH (10 km/h, 2.74 m/s). I can bicycle faster than that (although not in a sea of mercury, admittedly). Of course, mercury is so heavy that, even if our sea was only 5 meters deep, the pressure at the seafloor would be high enough to make my tires implode. Which would, of course, be the least of my problems.

6. And finally, just for fun, my maximum speed in neutronium. Neutronium is what you get when a star collapses and the pressures rise so high that all its atoms’ nuclei get shoved together into one gigantic pile of protons and neutrons. It’s just about the densest stuff you can get without forming a black hole, and my car could push me through it at a whole 0.1 microns per second, which is only fifty times slower than the swimming speed of an average bacterium.

I’ve now spent far too long imagining myself being crushed by horrible pressures. I need to go lie down and imagine myself being vaporized, to balance it out.

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