What’s great about the Power Generation Modules project headed by [Cole B] is the focus on usability and modularity. The project is a system for powering and charging small devices using any number and combination of generator modules: wind turbine, hand-crank, and water turbine so far. Power management and storage is handled by a separate unit that acts as a battery bank to store the output from up to six generators at once. There’s also a separate LED lamp module, designed to be capable of being powered directly from any of the generator modules if needed.
Testing the water turbine module
The hand crank is straightforward in concept, but key to usability was selecting a DC gearmotor with a gear ratio that made cranking by hand both comfortable and sustainable; too weak of a crank and it’s awkward, too hard and it’s tiring. The wind turbine has three compact vanes that turn a central shaft, but testing showed the brushless motor it uses as a generator isn’t a good match for the design; the wind turbine won’t turn well in regular wind conditions. The water turbine prototype showed great success; it consists of an epoxy-glazed, 5 inch diameter 3D printed propeller housed in a section of PVC pipe. The propeller drives a brushless motor which [Cole B] says easily outputs between eight to ten volts when testing in a small stream.
The team has plans for other generators such as solar, but this is a great start to an array of modules that can be used to power and charge small devices while off the grid. We’re happy to see them as a finalist for The Hackaday Prize; they were selected as one of the twenty projects to receive $1000 cash each in the Power Harvesting Challenge. The Human-Computer Interface Challenge is currently underway which seeks innovative ideas about how humans and computers can interface with one another, and twenty of those finalists will also receive $1000 each and be in the running for the Grand Prize of $50,000.
If you have a car parked outside as you are reading this, the overwhelming probability is that it has a reciprocating piston engine powered by either petrol(gasoline), or diesel fuel. A few of the more forward-looking among you may own a hybrid or even an electric car, and fewer still may have a piston engine car powered by LPG or methane, but that is likely to be the sum of the Hackaday reader motoring experience.
We have become used to understanding that perhaps the era of the petroleum-fueled piston engine will draw to a close and that in future decades we’ll be driving electric, or maybe hydrogen. But visions of the future do not always materialize as we expect them. For proof of that, we only need to cast our minds back to the 1950s. Motorists in the decade following the Second World War would have confidently predicted a future of driving cars powered by jet engines. For a while, as manufacturers produced a series of prototypes, it looked like a safe bet.
The Chrysler gas turbine car from [Bryan]’s article. CZmarlin [Public domain].Back in August, my colleague [Bryan] wrote a feature: “The Last Interesting Chrysler Had A Gas Turbine Engine“, in which he detailed the story of one of the more famous gas turbine cars. But the beautifully styled Chrysler was not the only gas turbine car making waves at the time, because meanwhile on the other side of the Atlantic a series of prototypes were taking the gas turbine in a slightly different direction.
Rover was a British carmaker that was known for making sensible and respectable saloon cars. They passed through a series of incarnations into the nationalized British Leyland empire, eventually passing into the hands of British Aerospace, then BMW, and finally a consortium of businessmen under whose ownership they met an ignominious end. If you have ever wondered why the BMW 1-series has such ungainly styling cues, you are looking at the vestiges of a Rover that never made it to the forecourt. The very successful Land Rover marque was originally a Rover product, but beyond that sector, they are not remembered as particularly exciting or technically advanced.
The Rover JET1 prototype. Allen Watkin [CC BY-SA 2.0].At the close of the Second World War though, Rover found themselves in an interesting position. One of their contributions to war production had been the gas turbine engines found in the first generation of British jet aircraft, and as part of their transition to peacetime production they began to investigate civilian applications for the technology. Thus the first ever gas turbine car was a Rover, the 1950 JET1. Bearing the staid and respectable styling of a 1950s bank manager’s transport rather than the space-age look you might expect of the first ever gas turbine car, it nonetheless became the first holder of the world speed record for a gas turbine powered car when in 1952 it achieved a speed of 152.691 MPH.
The JET1 was soon followed by a series of further jet-powered prototypes culminating in 1956’s T3 and 1961’s T4. Both of these were practical everyday cars, the T3, a sports coupé, and the T4, an executive saloon car whose styling would appear in the 1963 petrol-engined P6 model. There was also an experimental BMC truck fitted with the engine. The P6 executive car was produced until 1977, and all models were designed to have space for a future gas turbine option by having a very unusual front suspension layout with a pivot allowing the spring and damper to be placed longitudinally in the front wing.
The Rover-BRM racing car at Gaydon. David Merrett [CC BY 2.0].It was not only prototypes for production cars with gas turbines that came from Rover in the 1960s though, for in 1963 they put their gas turbine into a BRM racing chassis and entered it into the Le Mans 24 hour endurance race. It returned in the 1964 season fitted with a novel rotating ceramic honeycomb heat exchanger to improve its efficiency, racing for a final season in 1965.
The fate of the gas-turbine Rovers would follow that of their equivalent cars from other manufacturers including the Chrysler covered by [Bryan]. Technical difficulties were never fully overcome, the increasing cost of fuel made gas turbine cars uneconomic to run, and meanwhile by the 1960s the piston engine had improved immeasurably over what had been available when the JET1 had been produced. The Rover P6 never received its gas turbine, and the entire programme was abandoned. Today all the surviving cars are in museums, the JET1 prototype in the Science Museum in London, and the T3, T4, and Rover-BRM racing car at the Heritage Motor Centre at Gaydon. The truck survives in private hands, having been restored, and is a regular sight at summer time shows.
As a footnote to the Rover story, in response to the development of JET1 at the start of the 1950s, their rival and later British Leyland stablemate Austin developed their own gas turbine car. If international readers find Jet1’s styling a bit quaint compared to the American jet cars, it is positively space-age when compared to the stately home styling of the Sheerline limousine to which Austin fitted their gas turbine.
We were tipped off to an older video by [AgentJayZ] which demonstrates the proper use of lockwire also known as ‘safety wire.’ In high vibration operations like jet engines, street racers, machine guns, and that rickety old wheelchair you want to turn into a drift trike, a loose bolt can spell disaster. Nylon fails under heat and mechanical lock washers rely on friction which has its limits. Safety wire holds up under heat and resists loosening as long as the wire is intact.
Many of our readers will already be familiar with lockwire since it is hardly a cutting-edge technology — unless you are talking about the cut ends of lockwire which [AgentJayZ] warns will slice up your fingers if you aren’t mindful. Some of us Jacks-or-Jills-of-all-trades, with knowledge an inch deep and a mile wide, may not realize all there is to lockwire. In the first eight minutes, we’ll bet that you’ve gotten at least two inches deep into this subject.
[Editor’s Note: an inch is exactly 25.4 mm, if the previous metaphors get lost in translation. A mile is something like 2,933.333 Assyrian cubits. Way bigger than an inch, anyway.]
Now, those pesky loose bolts which cost us time and sighs have a clear solution. For the old-hands, you can brush up on lockwire by watching the rest of video after the break.
Thank you [Keith Olson] for the tip, and we’ll be keeping an eye on [AgentJayZ] who, to date, has published over 450 videos about jet engines.
After a disaster hits, one obvious concern is getting everyone’s power restored. Even if the power plants are operational after something like a hurricane or earthquake, often the power lines that deliver that energy are destroyed. While the power company works to rebuild their infrastructure, [David Ngheim]’s mobile, rapid deployment power station can help get people back on their feet quickly. As a bonus, it uses renewable energy sources for power generation.
The modular power station was already tested at Burning Man, providing power to around 100 people. Using sets of 250 Watt panels, wind turbines, and scalable battery banks, the units all snap together like Lego and can fit inside a standard container truck or even the back of a pickup for smaller sizes. The whole thing is plug-and-play and outputs AC thanks to inverters that also ship with the units.
With all of the natural disasters we’ve seen lately, from Texas to Puerto Rico to California, this entry into the Hackaday Prize will surely gain some traction as many areas struggle to rebuild their homes and communities. With this tool under a government’s belt, restoration of power at least can be greatly simplified and hastened.
While wind energy is rapidly increasing its market share across the world, wind turbines are not able to be constructed everywhere that they might be needed. A perfect example of this is Japan, where a traditional wind turbine would get damaged by typhoons. After the Fukushima disaster, though, one Japanese engineer committed himself to building a turbine specifically for Japan that can operate just fine within hurricane-force winds. (YouTube, embedded below.)
The “typhoon turbine” as it is known works via the Magnus effect, where a spinning object directs air around it faster on one side than on the other. This turbine uses three Magnus effect-driven cylinders with a blade on each one, which allows the turbine to harvest energy no matter how high the wind speeds are. The problem with hurricanes and typhoons isn’t just the wind, but also what the wind blows around. While there is no mention of its impact resistance it certainly looks like it has been built as robustly as possible.
Everyone is familiar with pinwheels, and few of us haven’t crafted one from a square of paper, a stick, and a pin. Pinwheels are pretty optimized from a design standpoint, and are so cheap and easy to build that putting a pinwheel to work as an HVAC duct flow meter seems like a great idea.
Great in theory, perhaps, but as [ItMightBeWorse] found out, a homemade pinwheel is far from an ideal anemometer. His experiments in air duct flow measurements, which previously delved into ultrasonic flow measurement, led him to try mechanical means. That calls for some kind of turbine producing a signal proportional to air flow, but a first attempt at using a computer fan with brushless DC motor failed when a gentle airflow couldn’t overcome the drag introduced by the rotor magnets. But a simple pinwheel, custom cut from patterns scaled down from a toy, proved to be just the thing. A reflective optosensor counts revolutions as the turbine spins in an HVAC duct, and with a little calibration the rig produces good results. The limitations are obvious: duct turbulence, flimsy construction, and poor bearings. But for a quick and dirty measurement, it’s not bad.
The piston engine has been the king of the transportation industry for well over a century now. It has been manufactured so much that it has become a sort of general-purpose machine that can be used to do quite a bit more than merely move people and cargo from one point to another. Running generators, hydraulic systems, pumps, and heavy machinery are but a few examples of that.
Scale production of this technology also had the effect of driving prices for these engines down, and now virtually everyone in the developed world has cheap and easy access to them. In the transportation world, at least, it looks like its reign might finally be coming to a slow, drawn-out conclusion as electric cars capture more and more market share.
Electric motors aren’t the first technology to try to topple the piston engine from its apex position on top of our modern transportation industry, though. In the 1960s another technology, the gas turbine engine, tried to replace it — and failed.
![The Chrysler gas turbine car from [Brian]'s article. CZmarlin [Public domain].](https://hackaday.com/wp-content/uploads/2017/08/turbine.jpg)
![The Rover Jet1 prototype. Allen Watkin [CC BY-SA 2.0].](https://hackaday.com/wp-content/uploads/2017/11/rover_sort_of-_2398190117.jpg)
![The Rover-BRM racing car at Gaydon. David Merrett [CC BY 2.0].](https://hackaday.com/wp-content/uploads/2017/11/1024px-rover_brm_-_gas_turbine_heritage_motor_centre_gaydon_1.jpg)
