PSA: “The Deep Rot of American Journalism” -Matt Taibbi & Chris Hedges

Written by Frank M. Lin June 9th, 2019 – I put this two video on my watch list several weeks ago and finally got around to watch them.  This is actual journalism.  I highly recommend setting aside some time to watch them so you can understand modern MSM – main stream media and how they operate.  I know most people won’t bother with videos like this but if you happen to have read this far, watch it it will be worth you time…

Posted in AKMEE Engineering, Conspiracy Theories/Underground Societies/Twilight Zone, Cool story, Bro!, Good Guys List - my heros & inspirations, Life/Musings, Literature, Culture, Prominent Figures, Politics/Societies/World stuff, PSA - public service announcements, Relevant News, The Dumb/Retarded Aspects of USA, The Truth, The Realist, TV Shows/Movies & Youtube Video Reviews, USA, VOTD - Videos Of The Day | Leave a comment

Eve Ai – A talented singer song writer out of Taiwan

Written by Frank M. Lin June 7th, 2019 @ Taipei, Taiwan – I haven’t followed Taiwan Music for many years.  Every once in a few years I randomly browse YouTube for music.  I have never heard of Eve Ai until today.

In the last 2 months or so I’ve been jamming to a song she wrote for another singer which is this one:

 

 

 

 

Eve Ai wrote the melody.  This is the best duet song out of Taiwan in many years in my opinion.  Super catchy and rivals any western produced pop songs.  I had some times to kill today and was browsing about Eve Ai – 艾怡良…  Wikipedia says this about her:

Eve Ai Yi-liang (Chinese艾怡良pinyinÀi Yíliáng; born 24 March 1987) is a Taiwanese singer-songwriter.[1][2] Ai was crowned the winner of Super Idol 5 in 2010.

In 2017, she won Best Mandarin Female Singer at the 28th Golden Melody Awards.[3]

Eve Ai
Born 24 March 1987 (age 32)

Alma mater National Taiwan University of Arts
Occupation
  • Singer
  • songwriter
Years active 2010–present
Agent Tian Di He Entertainment
Musical career
Genres
Instruments
  • Vocals
Labels EMI

Although she is critically acclaimed and is supremely talented she has yet to found huge commercial success which is such a shame.  But I bet she has a steady group of hardcore fans…

 

 

 

 

 

 

This song Forever Young is off her latest album release in 2018.  She wrote the song as well as the lyrics.  Her music style is fairly unique.  Takes couple of listening to get into this song but WOW.  Check out the lyrics and the unusual melody.  This is a song that I don’t mind putting on repeat.

詞/曲:艾怡良 編曲:羅恩妮

像孩子那樣 哭著鬧著
像大人那樣安靜沈穩的
活得 高亢 低落 高亢 低落
有個沙漏 在心中盪呀
默許時間讓皺紋蔓延了
對在意的事手也握緊了
不願 得過 且過 可無 可有
不是命運 這是我最深愛的
時間啊 來吧
再重來一次我都會
沒有明天般揮霍著 找到你
時間啊 走吧
我依然還是那個她
沒有明天地去愛著
Forever young forever young
學著遙望 手卻不會放
我多驕傲 這是我的骨架 我的內臟
對嗎? 你深愛著那樣的我 對嗎
遇到每個女孩 我都會告訴她
妳該那樣愛上
Forever young
Forever young
小嬰兒那樣 哭著鬧著
我哄她說你該變成信徒安靜臥著
為 愛情 合掌 因為 妳會
垂直活著 水平留戀著
我一橫一豎 描上過程
我一刀一剪 摺成了永恆
我 不知 不覺 不知 不覺
畫我的模樣 成你的模樣 oh
時間啊 來吧
我也曾讓你受過傷
擁有一切 都還渴望 還尋著
時間啊

 

 

 

 

 

I like this song.  Very little play so far, sub 500k times.  The song has lots of feelings.  ^_^

 

Interesting song with a western feel.

 

 

 

2014 song.  Chinese version cover of Jessica Mauboy (Australia)’s same titled song Never Be The Same.  The Chinese lyrics is expertly written, very meaningful and works well, I really like it.  Too bad neither version gets much play.  Also check out Jessica’s original version.

 

 

Damn this is good stuff!!

Posted in AKMEE Engineering, Chinese, Music Soundtracks/Videos/Culture, Taiwan aka Formosa, TV Shows/Movies & Youtube Video Reviews, VOTD - Videos Of The Day, Women/Girl Power | Leave a comment

repost: 美國大肆渲染“稀土危機”的真相:美國稀土儲量佔世界第二!

Written by Frank M. Lin May 20th, 2019 4:50 pm @ New Taipei City, Taiwan – With the trade wars between USA and China appearing to be escalating, one subject of interest is rare earth metals.  This particular article was written in 2017 and gives good insights about the situation.

Source: http://futures.cngold.org/c/2017-10-18/c5400703.html


 

美國大肆渲染“稀土危機”的真相:美國稀土儲量佔世界第二!

2017-10-18 14:22:02

別看美國人吵得兇,事實上,美國是全球第二的稀土資源大國,僅次於中國。但美國為保護這些資源,其最大的稀土礦芒廷帕斯礦在1998年封存,美國的鉬資源採掘也基本停止。

金投期貨網(http://futures.cngold.org/)10月18日訊,【美國大肆渲染“稀土危機”的真相:美國稀土儲量佔世界第二!】在10月11日,美國“偵察勇士”網站報導一篇題目為《美軍需要稀土元素來開展未來戰爭》的文章。在文章中,作者聲稱美國國防業將來的致命弱點將是未能從國內獲取稀土元素,完全依賴主要對手之一的中國。(相關推薦閱讀:《稀土市場依然低迷十月底前下跌之勢可能持續

文章認為,當前和下一輪美國超級武器的每一種都有賴於稀土元素,它是17種特殊金屬和元素的統稱,既不在美國開採也不在美國加工成礦石。美國完全仰仗外國政府和市場供應這些重要用品,而它們是每一件重要軍事裝備或武器系統的基礎材料。在筆者看來,美軍這是“揣著明白裝糊塗”,守著自己鍋裡的卻要搶人碗裡的。

美國大肆渲染“稀土危機”的真相:美國稀土儲量佔世界第二!下一頁

稀土元素氧化物是指元素週期表中原子序數為57到71的15種鑭系元素氧化物,以及與鑭系元素化學性質相似的鈧(Sc)和釔(Y)共17種元素的氧化物。稀土有“工業黃金”之稱,由於其具有優良的光電磁等物理特性,能與其他材料組成性能各異、品種繁多的新型材料,其最顯著的功能就是大幅度提高其他產品的質量和性能。

稀土元素在石油、化工、冶金、紡織、陶瓷、玻璃、永磁材料等領域都得到了廣泛的應用,這裡筆者要著重介紹一下稀土在軍事領域的重要性。稀土可以大幅度提高用於製造坦克、飛機、導彈的鋼材合金、鎂合金、鈦合金的戰術性能。而且,稀土同樣是電子、激光、核工業、超導等諸多高科技的潤滑劑。稀土科技用於軍事後,帶來軍事科技的答复躍升。從一定意義上說,美軍在冷戰後幾次局部戰爭中壓倒性控制,正緣於稀土科技領域的超人一等。

為什麼海灣戰爭中M1坦克能做到先敵發現?因為該坦克所裝備摻釹釔鋁石榴石激光測距機,在晴朗的白天可以達到近4000米的觀瞄距離,而T-72的激光測距機能看到2000米就算不錯。而在夜間,加入稀土元素鑭的夜視儀又成為伊拉克軍隊的夢魘。

F-22超音速巡航的功能,則拜其強大的發動機以及輕而堅固的機身所賜,它們都大量使用稀土科技造就的特種材料。比如F119發動機葉片以及燃燒室使用了阻燃鈦合金,這種鈦合金的製造據說是使用了錸;而F-22的機身就更加是用稀土強化的鎂鈦合金武裝。否則,超音速巡航中,F119強大的動力足以摧毀它自己。

在海軍的武器裝備中,“錸”元素可以極大地強化鈦合金,從而用於製造極高航速和較大潛深的合金潛艇。前蘇聯上世紀製造的“阿爾法”級﹑M級和S級潛艇都屬於鈦合金潛艇。這些潛艇普通航速達到40節以上,潛深可至400-600米。在航天上,以“鉬”元素為主的二硫化鉬能夠適應太空的高真空和宇宙射線的強輻射,成為各類航天器上必不可少的軸承潤滑劑。

現在,美軍正在大力貫徹“第三次抵消”戰略,其重點就是發展能夠“改變未來戰局”的顛覆性軍事技術,以奪取在新一輪大國軍事競爭中的絕對優勢地位,可想而知這其中稀土會扮演多麼重要的角色。

難怪本文開頭相關文章的作者會在文中強調:“從聯合攻擊戰鬥機到下一代B-21縱深攻擊轟炸機,從航空電子到電腦,稀土元素對於美國的軍事優勢有著不可替代的關鍵性作用。它們的獨特性,如高溫下的強磁性,有助於精確制導彈藥瞄準目標、為全球衛星定位系統導航提供便利並讓戰鬥機飛行員得以安全地彈出。鑑於稀土元素無可否認的軍事和商業價值,它們對於我們國家安全的重要意義無可辯駁。”

中國的稀土儲量居世界之首,最多時佔世界的71.1%。但出於經濟考慮,在很長一段時間內大量出口,導致目前佔比在23%以下。中國稀土儲量在1996至2009年間大跌37%,只剩2700萬噸。在過去幾十年中國承擔了世界稀土供應的角色,佔世界稀土商品量的80%至90%。其中60%至70%的稀土產品出口到國外,結果付出了破壞自身天然環境與消耗自身資源的代價

事實上,中國政府對稀土開發並沒有忽視。早在上世紀50年代,周恩來總理就把稀土開發列入中國第一個科技發展規劃。1975年,中國便成立了稀土領導小組,即便國務院機構幾多調整,但專門的稀土行業管理機構卻一直得以保留。1991年,稀土被列入國家保護礦種。從稀土保護的政策面來看,專門的機構,穩定的行業政策,國家一以貫之的總體控制,即便中國石油也沒有這樣的待遇。但是,稀土產業幾十年發展的成果,基本上還停留在低水平賣資源的水平。

值得慶幸的是,近年來,稀有元素的重要戰略意義引起了有關方面的高度重視。2005年,“稀土原礦”被列入中國商務部和海關的禁止出口目錄,從此外國祇能購買經過加工提純的稀土材料。同年,稀土的出口稅被大幅上調,其他國家想撈便宜已經不那麼容易了。

別看美國人吵得兇,事實上,美國是全球第二的稀土資源大國,僅次於中國。但美國為保護這些資源,其最大的稀土礦芒廷帕斯礦在1998年封存,美國的鉬資源採掘也基本停止,代之以從中國大量進口相對廉價的稀土產品,不斷加大自己的庫存量。

此外,美國還以長期合同的形式搶占其他國家的稀土礦產。所以美國根本不存在稀土資源短缺的問題,其國內大肆渲染“稀土危機”,實際上是由於中國不願再當“冤大頭”賤賣寶物,導致國際稀土價格上揚,使美國武器系統製造費用被迫“水漲船高”。這不僅令五角大樓的軍費負擔加重,更令美國軍工集團的利益受損,為此美軍當然坐不住了。

Posted in AKMEE Engineering, Chinese, Conspiracy Theories/Underground Societies/Twilight Zone, Cool story, Bro!, 高價值優秀文章, Military, Politics/Societies/World stuff, Relevant News, Repost, USA | Leave a comment

Retrospective: Formula 1 blown diffuser explained… FK8 CTR R&D

Written by Frank M. Lin May 9th, 2019 7:47 am – While working up close and personal with a 2017 Honda Honda Civic Type-R I was able to see all the little details it has for air flow management.  While thinking about how I’m going to build a exhaust system for it I was looking at the layout from the bottom.  Then an idea hit me…  exhaust assisted blown diffuser/venturi setup.  I had read/heard about such a setup for Formula 1 but have never examined it closely before.  But I just did, and it blows my mind.  First check out the awesome sounds of these cars, read about how off throttle overrun works, and then go below to understand the evolution of ground effects; the under body work and the how the diffuser works with the entire package.

Would you just listen to how awesome the sound is?!  But then something doesn’t seem right…  why does it sound like that?  A little further look someone explained:

1141 points·10 months ago

Well technically, what you’re hearing is the off-throttle overrun.

If you just divert your normal exhaust gasses to the rear diffuser you will only get the increased downforce while exhaust gasses are present… i.e. when the throttle is pressed.

But drivers lift OFF the throttle while cornering, which is when they need downforce the most.

So F1 engineers developed engine mapping systems that allowed air to be drawn into the engine when the throttle was off, this air then exited via the exhaust ensuring that the diffuser was still being blown even when the driver lifted off the throttle.

OMG WTF BBQ right?!  Leave it to Formula 1 engineers to come up with such cool tricks.


Engine Off – Throttle Overrun

Source: http://www.formula1-dictionary.net/off_throttle_overrun.html

Adrian Newey

Red Bull’s Adrian Newey initially pioneered the new generation of blown diffusers and he positioned exhaust outlet low above the floor of the Red Bull RB6. This was extremely beneficial to energize airflow going through and over the diffuser. This kind of diffuser was known as Blown diffuser. Basically, teams have been blowing exhaust gases over the rear floor of their cars even when the driver is off the accelerator going into a corner.
There are two way to blow a diffuser – hot and cold.

In Thursday’s Press Conference at Monaco 2011, Adrian Newey apparently tried to defend the legality of exhaust-blown diffusers on the over-run, by claiming that the primary function of an open throttle on the over-run is to cool the exhaust valves:

“In the case of Renault, (RedBull Racing engine supplier) when they open the throttle to full open on the over-run for exhaust valve cooling, and that’s part of the reliability of the engine…Obviously if other people are going further and perhaps firing the engine on the over-run then clearly exhaust valve cooling is not part of that and that would be something that presumably they would need to explain to keep Charlie (Whiting, Fia technical delegate) happy.”

Much more about blown diffuser you can read here, but just short recap:

What is a blown diffuser?
On road cars, the engine exhaust exits are normally located at the rear of the car. On a Formula One car they are deliberately located in front of the rear wheels so that the hot, fast flowing exhaust gases can be channeled towards the car’s diffuser. This increases airflow through the diffuser and in turn increases the amount of downforcethe diffuser produces. This is perfectly legal under current F1 regulations.
What is „cold blowing“?
Normally the engine will only produce exhaust gases requested for good diffuser blowing when the driver is on the throttle. This means when the driver lifts off, the blown diffuser is suddenly deprived of the additional airflow. To get around this, some teams have modified their engine mapping so that when the driver lifts off, although fuel supply and ignition are cut, airflow through the exhaust to the diffuser continues. This technique has become known as ‘cold blowing’ – the exhaust is still ‘blowing’ into the diffuser, but that airflow is now ‘cold’ since no fuel or ignition is involved. Renault is using this technique.
What is „hot blowing’?
Some teams (read Mclaren and Ferrari) have taken things a step further. To make the off-throttle ‘blowing’ as similar ( hot and fast flowing gasses) to the on-throttle ‘blowing’ as possible, they cut the ignition (supply for sparkplugs) when the driver lifts off the throttle, but continue to inject some fuel through the engine’s valves into the exhaust. This fuel ignites on the hot exhaust, increasing the amount, speed and temperature of the airflow exiting towards the diffuser.

Engine on dynoLeading engineers say hot-blowing can give an advantage of as much as second a lap over no blowing at all, while cold-blowing is worth about 0.3-0.4 second over no blowing at all. The row started when the FIA decided to introduce a limit of 10% of throttle when the driver was not pressing the accelerator.

The brief history of it is that Charlie Whiting, head of the FIA technical department, feels that the use of exhaust gas to create downforce is illegal. This comes from the regulation change that bans the F-Duct, which says “no driver movement shall deliberately affect the aerodynamics of the car”. Clearly this involved driver movement (a foot lifting off the accelerator pedal).
Therefore any engine mapping with the prime purpose of using the engine as a thrust-producer is illegal. Charlie issued a series of technical directives to that intent culminating in a technical directive, which came to teams roughly two weeks ago, a bit before Valencia GP 2011. It said hot-blowing – ie fuelling and igniting on over-run – is banned and for cold-blowing – ie without injection and ignition – the maximum throttle opening would be 20 per cent at 18,000 rpm tapering to 10 per cent at 12,000 rpm.

MercedesIt seems that Mercedes in particular lobbied that they should be able to retain over-run (with zero pedal) fired by 4 cylinders (half the cylinders in an F1 engine). They persuaded Charlie they were doing that in 2009 for the prime purpose of brake balance modification and therefore should be allowed to continue doing so for reliability reasons. Charlie’s philosophy is that things teams did prior to using the exhaust to create downforce should still be legal. So Charlie agreed to what Mercedes requested.

Renault engineRenault engines had been operating from 2009 with a strategy of running throttles 50 per cent open (so called cold-blowing) on over-run for reasons of throttle response and engine braking balance. As this was also for non-downforce generating reasons, Renault believed they should be allowed to continue doing it, for the same reason Mercedes were allowed to continue hot-blowing. So Charlie agreed to allow 50% of throttle opening for Renault.

But Renault’s rivals object because the French engine company has now been allowed to have a 50% throttle opening when the driver is lifting the throttle.
This is what Whitmarsh calls “a very substantial performance benefit”. To which Horner responds: “Why is it any more of a performance benefit than fired overrun?”

Leading Formula One engineers have spoken out about the influence of cold and hot blown diffusers, and how their teams have had to adopt their cars for the upcoming rule change. As I can see, a lot of fans on forums think that this is a quite simple thing of matter to change these configurations of engine mappings. No problem, change a few parameters and things is done.

But it’s not that simple, and it affects how you operate the engine.

We need to understand what is going on within the engine when a driver lifts off the throttle and the subsequent effect that has on other aspects of the car. Unlike in road cars the driver in an F1 car does not leisurely lift off the throttle and delay the braking phase. Instead the driver may be at near maximum revs, when he will simultaneously lift off the throttle pedal completely and hit the brake pedal hard for the initial downforce aided braking. During the braking, the lower gears will be sequentially selected, further peaking revs all the time as the car slows down. This sudden closing of the throttles blocks the inlet to the combustion chamber, but the pistons in the cylinders will continue to pump up and down at a great speed. This creates huge stresses inside the combustion chamber and the vacuum created will suck air past the piston rings (so called blow-by). This will rapidly slow the engine, creating too much engine braking effect, which in turns creates stresses in the drive train and over-brakes the engine. The excessive engine braking effect will make the car nervous on throttle lift off, regardless of any subsequent aerodynamic effect. So engine manufacturers find different solutions to ease the stresses and braking effect of the driver lifting off the throttle.
In the past there were several different engine strategies in place and the driver was able to change overrun setting to tunes the cars handling, and driver switching between teams found the change in overrun settings needed some adjustment to both their driving style and sometimes with the engines settings.

Renault engine for example runs open throttles on the overrun (but no fuel injected or spark), this both eases the blow-by, reducing the vacuum effect inside the pistons and stress issues, it also useful for cooling the exhaust valves, as a great alternative to using excess fuel to cool the back of the valve. Renault sport is believed to be running as much as 90% open throttle on the overrun. This is what’s best known as cold-blown mapping. During this season and through out free practice, the three Renault engined teams, had a distinctive loud overrun note, which continues briefly as the drivers picked up the throttle out of slow turns. As the throttles are open more than other teams, the induction noise is far greater.
Mercedes High Performance EngineMercedes High Performance Engine manufacturer have their solution, this is the so called fired or hot overrun. When the driver lifts off, fuel continues to be injected into the engine and spark fired within the combustion chamber but ignition was delayed as much as 45%. This offsets the engine braking effect created by the engine, giving a smoother transition from on throttle to the overrun when off it and again reducing the vacuum effect inside the pistons and stress issues. As a result this means there is less engine braking effect. This gives Mercedes the freedom to define braking bias and KERS charging, without having to account for engine braking. Effectively decoupling the engine braking effect from the actual action of the braking system. As with Renault’s mapping in past times, Mercedes solution is analogous to the hot blowing mapping. At pre Silverstone free practices and races, Mercedes engined teams had a particularly clean overrun sound. Where as Ferrari had far more cracks and pops as the engine slowed.
cosworthCosworth engines are using same system as Renault to ease stresses on their engines and transmissions.
With all engine manufacturers having long established overrun strategies that have critical impacts on the basic engine design or the braking system, it was hard to rapidly switch to a very strict overrun mapping as demanded by the blown diffuser rule after Valencia GP race 2011. Renault and Mercedes lobbied the FIA to be allowed to retain elements of these old overrun strategies, while still emasculating their current strategies. The FIA have been able to see the mappings used in 2009 through to the current day, as the ECU code is held by the FIA since the advent of the single ECU. They’ve been able to see the engines have had these long established mappings, but also how they have become more aggressive since the “Blown Diffuser”has been developed.
So the FIA relented. This sounds like a climb down by the FIA and unfair to different engine manufacturers. But the unreported events at Silverstone are fairer than the picture being painted by the teams and the media. Its true that Renault were given their greater throttle opening, but also Mercedes were given their fired-overrun, but these dispensations have been given to every engine manufacturer, so Ferrari could have more throttle opening or Cosworth could develop a fired overrun.


A couple of weeks ago I find an excellent article on Gordon McCabe blog explaining one phenomenon regarding Formula 1 airbox and Airbox air spillage. Link on this article you can find here. Picture is my small add.

Monday, October 31, 2011
Airbox spillage and fluidics

Formula 1 Airbox air spilage
Just to make it clear for normal people. Under full throttle (lover half of the image), all air approaching airbox is sucked inside, trough engine and out trough exhaust. Same happened with hot or cold blowing. Engine pumps all air in. So, no air spillage around airbox.
With off throttle situation (upper half of the image) or without engine hot or cold blowing (engine pumping effect), some of air approaching airbox is not sucked in and as air spill (turbulent air) will continue his traveling toward rear wing.

A couple of weeks ago, the FIA issued a Technical Directive to the Formula One teams, announcing that off-throttle blowing of the exhausts will be severely curtailed in 2012 by engine mapping restrictions.

In combination with stringent requirements on the position and angle of the exhaust exits, this is intended to minimise the exploitation of exhaust flow for aerodynamic purposes. It will, however, have a secondary consequence. As Gary Anderson recently explained, off-throttle exhaust flow also serves to reduce spillage from the airbox:

“In the past when the driver closed the throttle to slow for a corner, the airbox spillage became a lot worse. If the airflow attachment on the sides of the engine cover was not good, the performance of the rear wing would be compromised – not something the driver wants under braking or on corner entry.

“Step forward the blown diffuser. Hot or cold blowing allows the engine to work like an air pump, moving this airflow through (Airbox) and out of the exhausts. This reduces the potential turbulent airflow creating negative performance on the rear wing.

If off-throttle blowing of the exhausts is genuinely to be prohibited next year by means of engine mapping restrictions, this will presumably re-create the problem of airflow spilling out of the airbox when the driver lifts off the throttle on turn-in to a corner.

So here’s an idea: Why not introduce a fluidic switch which, under certain circumstances, re-routes the airbox airflow through the chassis to the lower leading edge of the sidepods? This could have the joint benefit of boosting the velocity of the underbody flow, and improving airflow to the rear wing, just at the time when the driver most needs it, when the car is in pitch under braking and turn-in.


 

Diffuser

Source: http://www.formula1-dictionary.net/diffuser.html

Once the potential of using aerodynamic downforce to win races was realized, designers began experimenting with methods other than simply attaching inverted wings.

The diffuser is an area of bodywork at the rear of the car, although the term “Diffuser” is technically incorrect, it is the most popular term applied to this part of the car.
The air flowing below the car, exits through the diffuser on the rear of the car. The diffuser is usually find on each side of the central engine and gearbox fairings and is, by the rules, located behind the rear axle line. The diffuser creates nearly 50% of the cars downforce.  Being so powerful the rules have progressively been tightened, making the diffuser smaller and smaller to cap cornering speeds.
Although wings and diffusers work similarly, they are based under different concepts. A diffuser serves to eject air out from the underside of the car. This pulling action increases the velocity of the air below the car, so that the more slowly moving air above the car will push the car into the ground. The suction effect is a result of Bernoulli’s equation, which states that where speed of the fluid is higher, pressure must be lower. Therefore the pressure below the race car must be lower than the pressure at the outlet since the speed of the air below the racecar will be higher than the speed of the air at the outlet.

diffuser

 

The diffuser in itself doesn’t produce a reduction in pressure. The role of the diffuser is to expand the flow from underneath the car to the rear, decrease the flow’s velocity from inlet of the diffuser to outlet (so that at the outlet the flow velocity is similar to the free stream velocity), inturn produce a pressure potential, which will accelerate the flow underneath the car resulting in reduced pressure and as such, a desired increased downforce generation. This pressure difference is a function of the ratio of the areas at the inlet and the outlet of the diffuser, where this area ratio is set by the diffuser angle and the vehicle ride height.
Diffuser can be considered to have “pumped-down” the underbody, inducing a component of downward force on the vehicle.

It was found during testing that the diffuser actually acted as a pump to generate downforce over the underbody flow path. This was not deemed to be the only identifiable fluidmechanical mechanism affecting the flow path around the diffuser. The three main aspects were; “ground effect‟, “underbody upsweep‟ and “diffuser pumping‟.

– “Ground Effect” plays a role when an object is used in the  vicinity of a moving ground. Flow asymmetry is developed from the flow accelerating as it travels underneath the body due to ground constraint as a result the static pressure underneath the body is reduced which provides the resulting downforce.
– “Underbody Upsweep” refers to the upsweep of the diffuser at the rear. This is typically cambered and up-curved in shape, similar to the upper surface of an airfoil. Due to the direction of this curving, a resulting downward directed lift force will result during flow interaction.
– “Diffuser Pumping” refers to the increased cross-section area over the diffuser length, which can be used to increase the flow rate through diffuser because of pressure potential. As the ratio of the inlet to outlet area becomes increasingly
greater, this generates greater pressure recovery that, due to the base pressure remaining constant will increasingly depress the base pressure at the inlet. The diffuser acts to reduce the underbody pressure due to the expansion resulting in increased flow rate under the body. This increase results in further decrease in underbody pressure, which produces the “pumping down‟. This scavenging both produces a lower pressure area under the car and also acts to reduce the boundary layer. This effect is reduced with the higher underbody heights regulated since the 90’s.

Diffuser design before 2009 rule change Diffuser design before 2009 rule change
Diffuser design before 2009 rule change

Its design includes vertical fences, some of which are curved, some stepped, and some angled, but all are developed through constant tweaking and evolution in the wind tunnel. The basic job of these fences is to keep apart the many different types of air flows found at the rear end of an racing car – areas of low pressure air due to the rear wheels, and the rear wing, and the air coming under the floor. All these different air flows have different energy levels and different speeds, and their separation makes them easier to deal with.

 

Diffuser
Showing precious little of the secretive diffuser, F1 rules prohibit under-car shaping or venturis, and mandate a minimum ride height enforced by a relatively low-tech wear plank or skidblock attached underneath the car. However, there is still scope to shape the area directly under and behind the rear axle line.

diffuser on mercedes gp w01 formula 1 car

Diffuser on Mercedes GPW01 formula 1 car

 

 

Front underbody diffuser

Diffuser on the tipical prototipe car

Here we can see a typical diffuser on prototype LMP car. They have one more “diffuser” area below the nose of the car. We can see building up of the negative pressure in these two areas

 

Toyota GT1

LMP cars have a flat bottom, but the front of the car can have ducts to feed the engine and such. These ducts are used also to gain a certain downforce. As you can see in the following image of a Toyota GT-One undertray, the front part of the undertray of the car is highly contoured, so that air coming under the car splits up, some of it going through to the rear of the car, but another part goes to the exits behind the front wheels. This flow, goes upward into a diffuser like compartment, where it’s pressure is reduced, thus generating downforce just ahead of the front axle. The effect is basically the same as an air splitter, but here the flow is also directed towards the sides and the splitter that marks the beginning of the flat floor.

Toyota GT1

Looking at the diagram shown right, it can be seen that the car’s front is very similar to a wing in ground effect, even though looking at the vehicle there is no wing present. This design is not as effective as a “real” wing due to the redirection of flow. However, the fact the sides are relatively sealed increases the effect of the shape.
We can see there are the different ways of handling the airflow in the front of the car. Here the designers are trying to achieve the same thing as in the rear diffuser: more front end downforce by giving the air a place to expand and thus reduce pressure.

Diffusers, when good designed and working properly, can be extraordinarily important to the aerodynamics of a car. Diffuser, combined with the airfoil in the lower portion of the rear wing is employed to produce significant downforce, approximately 40 – 50% of the total car downforce. When not working properly, diffuser can mess even with the most experienced drivers.
A common problem for some badly designed diffusers is known as “diffuser stall.” Sometime the problem with the diffuser stalling is linked to the bad designe of the front wing.
Every team’s diffuser will stall to some degree when the rear of the car, because of high speed and higher downforce is closer to the ground, which reduces the drag and allows higher top speeds. But with that it reduces the downforce, and it is vitally important that this airflow reattaches the moment the rear of the car starts to rise. Otherwise, the braking area becomes a bit of a nightmare for the driver.
If a driver believes he has a certain grip level while taking a corner, he will take it at the highest speed possible assuming this level of grip. While braking, their car pitchedforward, as you might notice when you see a car on the road braking moderately. This forward pitch lifts the rear of the car. If not designed properly, a diffuser will lose a very large percentage of its effectiveness if lifted a small amount (with the stiffness of F1 suspensions, this “small amount” is 5-10 mm). When this happens a large amount of downforce is lost, and in turn, a large amount of grip is lost. If most of the 40 – 50 percent of a driver’s aerodynamic grip is lost mid-corner, it is very difficult to keep the car from twitching and you can see on onboard TV that driver start “hunting” the car with steering wheel. To sometimes add to this problem, diffuser does not reattach air flow effectively when it stalls.

exhaust driven diffuser mclaren

During the past there were a few ideas how to improve diffuser efficiency. Well known, but not the first try, is McLaren’s try to speed up air exiting diffuser by blowing high speed exhaust gases inside diffuser area to “energise” the flow. There, speed of the airflow through the diffuser can be speed up by the high velocity gasses exiting the exhaust pipes when the engine is revving. This apparently free increase in diffuser performance was very popular in the 90s and was encouraged by bodywork restrictions preventing the exhaust pipes routing over the gearbox. The high velocity gases entrained air, energizing the thick boundary layer, and effectively powering up diffuser as it drew air under the car.
This idea was excellent but not very successful. Problem was that exhaust gases don’t have constant speed. More driver press the throttle pedal, higher the speed of the exhaust gasses and better efficiency of diffuser. Less throttle, lower the speed. With lower speed of gasses, diffuser efficiency drop and driving the car with lower downforce on the back of the car is not so pleasant thing to do. The worst part of the story is that during the cornering, when you need more downforce, drivers usually need to lift a foot a bit, losing downforce in that critical point.
Slowly the practice was dropped first by routing the exhausts into less effectual positions in the diffuser and then later through the top of the sidepods using the Ferrari inspired “periscope” exhausts.

The teams need to leave a hole in the center of the diffuser to insert the outboard starter mechanism, this usually results in small cut outs in the lower ramp of the central part of the diffuser and in the Vee formed above the shadow plate. The effect of this on diffuser efficiency is minimal.

Not withstanding the 2009 downforce reduction rules, the diffuser continues to be the dominant factor in aero design. Making the most of creating low pressure under the rear of the cars bodywork is as important as ever. Year 2009 we saw teams exploit rule loopholes to create additional underbody inlets feeding larger exit areas, known as the double diffuser (read about that later in the article). Year 2010 teams have further exploited these rules for ever larger inlets and outlets. However it has again fallen to Red Bulls Adrian Newey to look at the history book and re-invent a concept that has since fallen out of favour. Last year he did this with the pull rod rear suspension and this year it has been the exhaust driven diffuser. By mounting the exhaust outlets in line with the floor, they blow through the diffuser driving greater airflow and hence creating more downforce. Already with mid season upgrades, many teams followed Red Bulls lead. Read here how Blown diffuser work.

Though Bernoulli’s principle is a major source of lift or downforce in an aircraft or racing car wing, Coanda effect plays an even larger role in producing lift. To know more about interaction of Bernoulli principle and Coanda effect check my article here.

 

Few examples of sport car diffusers:

Ferrari Enzo front and rear diffuser

Ferrari Enzo front and rear diffuser

 

diffuser on Ferrari F430

Rear diffuser on Ferrari F430

 

Rear diffuser on Audi R8 ready for DTM racing

Rear diffuser on Audi R8 ready for DTM racing

 

Diffuser on Hyundai Genesis Coupe D1 Drift car

Diffuser on Hyundai Genesis Coupe D1 Drift car

 

Rear diffuse on Shevrolet Corvette Can-Am

Rear diffuser on Shevrolet Corvette Can-Am

 

rear and front diffuser on Mercedes SRL Mclaren

 

The regulation changes for 2009

diffuser, regulations changes from 2008 to 2009

 

As part of the package of aero changes designed to reduce downforce for 2009, the diffuser has undergone quite complex modifications. Moves to create a more standardised shape have removed the difference in height between the central and two outer sections and all three channels are now taller – 175mm rather than 125mm. In addition, the diffuser has been moved rearwards, with its trailing edge now 350 mm behind the rear axle – previously, it was level with the rear axle.

diffuser ferrari 2009 diffuser MLaren 2009
Diffusers on Ferrari and McLaren 2009 designed by the letter of the new regulations

 

 

 

 

 

 

McLaren, Ferrari, Renault and BMW Sauber have all made very literal interpretations of the revised 2009 rules regarding the rear diffuser. All of the channels are the same height and length, with no difference in height between the main central section and the side channels.
This contrasts with the designs of Toyota, Brown GP and Williams (see subsequent illustrations), which interpret the new regulations slightly differently.

diffuser  Toyota TF109 diffuser  Toyota TF109

Toyota’s diffuser makes a very interesting interpretation of the revised 2009 rules (and one that has prompted speculation regarding its legality). By exploiting regulations that allow extra bodywork within a 150mm zone in the centre of the car, the team appear to have cleverly shaped the TF109’s rear crash structure (upper red arrow) so that it effectively lengthens and heightens the diffuser’s central section, which also features a very low splitter at its base (lower red arrows). Because of this upper section of diffuser (extra bodywork), this type of construction was named “double decker”, or “double deck diffuser”.

Williams FW31 diffuser Williams FW31 diffuser

Like, in this time Williams engine supplier Toyota’s, Williams’ interpretation of the revised diffuser regulations is highly innovative. Much of the diffuser’s central section is actually lower than the outer sections. However, clever shaping of the rear crash structure immediately below the rear light effectively creates a second central section (see upper arrow). In combination, the result is a central section that exceeds the 175mm height allowance that applies to the diffuser alone.

diffuser on BrownGP 2009

BrownGP version of diffuser

 

The diffusers of Brawn GP, Toyota and Williams caused a major stir during the opening two races of the season in Australia and Malesia, and Ferrari, Renault, Red Bull and BMW decided to challenge the trio at ICA (International Court of Appeal). BrownGP win first two races with Janson Buton as a winner and Rubens Barrichello as second.

The FIA International Court of Appeal (ICA) has rejected protests against the diffusers used by the Brawn, Toyota and Williams teams, after concluding that their ‘double decker’ designs comply with the 2009 regulations.

BMW Sauber, Ferrari, Red Bull and Renault had all questioned the legality of the diffusers, but following Tuesday’s (14.04.2009) hearing in Paris, the ICA decided that race stewards in Australia and Malaysia had made the right call in declaring them legal.

 

Full statement from the FIA: 
The FIA International Court of Appeal has decided to deny the appeals submitted against decisions numbered 16 to 24 taken by the Panel of the Stewards on 26 March at the 2009 Grand Prix of Australia and counting towards the 2009 FIA Formula One World Championship.

Based on the arguments heard and evidence before it, the Court has concluded that the Stewards were correct to find that the cars in question comply with the applicable regulations.

After a year of development, 2010 diffusers turned out as real monsters with huge downforce value. Red Bull Racing (2010 constructor champions) with their 2010 racer turned out with double diffuser and with exhaust gas blowing inside and over it. Trough the year 2010 they were almost unbeatable.

diffuser on Ferrari f10 - 2010

Diffuser on Ferrari f10 during 2010

diffuser on mercedes GPW01 - 2010

 

 

 

 

 

 

 

Diffuser on Mercedes GPW01 – 2010

 

Red Bull Racing double diffuser inlets for 2010

diffuser on rb6

Diffuser on Red Bull Racing RB6 during 2010
Posted in AKMEE Engineering, Automotive, Cool story, Bro!, Formula 1, Honda & Acura, OMG WTF BBQ crazy stuff O_O, Retrospective, Technology/Modern Marvels | Leave a comment

VOTD: Kick ass Table Tennis Robot, 5G explained, worrisome 5G tech as weapon, GSW vs. HOU

Written by Frank M. Lin 05/02/2019 3:36 pm @ Miao-Li, Taiwan

Excellent demonstration of AI and robotics.

Excellent information about how 5G works…  my favorite is beam forming but apparently that’s old military tech that’s been around for a while.

I’m having such a mix feelings about 5G.  Currently, at max 4G LTE speed it is already super capable.  Personally I’ve gotten 220 Mbps which is really good and satisfies a lot of use already.  5G while offering fantastic theoretical speeds, also has a very dark side.  It can potentially be weaponized.  It is not science fiction, but science facts.  Even if they have built in safety features there is always the possibility of getting hacked.  It seems like everyone is in hurry to roll out 5G at the moment to be “first to market”.  I feel a lot more testing needs to be done.  On a lighter note lets enjoy game 1 and game 2 of Western Conference semi-final between Gold State Warriors and Houston Rockets.

Posted in 5G, AKMEE Engineering, Conspiracy Theories/Underground Societies/Twilight Zone, Cool story, Bro!, Health & Fitness, Human Rights, Life/Musings, PSA - public service announcements, Relevant News, Robotics, Technology/Modern Marvels, USA, VOTD - Videos Of The Day | Leave a comment

PSA/repost: Documentation reveals hypocritical double standards of Church & Vatican: Callboys, pedophilia and financial scandals

Written by Frank M. Lin April 29th, 2019 1:02 am – This is a major reason why I despise most large organized religions.  Almost always, in large groups of people where there is structure, money and power involved there will always be a struggle to stay clean and clear.  There will always be a power or money grab…  it’s almost inevitable.  🙂  A spiritual experience is largely personal.  If you seek it, you don’t need anyone to tell you how you feel.  A trust master or high level experience teacher will simply give you hints and guidelines and let you figure it out and experience it for yourself.  That’s the most real experience you can have.  Trust you gut instincts…  it is far more capable than you probably currently think.


Source: https://derwaechter.org/die-scheinheilige-doppelmoral-von-kirche-vatikan-callboys-padophilie-und-finanzskandale-mit-videos?fbclid=IwAR0wWDMUhDtPQk4jqszV2C2apEbniyp1C9stEORnZqNaZg_CLPFmJfHQlSo


 

Published on April 22, 2019, April 24, 2019 in world 2313 views

Documentation reveals hypocritical double standards of Church & Vatican: Callboys, pedophilia and financial scandals

Sex parties with callboys and decades of child abuse. A documentary exposes a world of double standards in which “clergy” live in the Vatican and portrays the role of Pope Benedict XVI. played in the system.

Money laundering, sex and traitors: In the past few years scandal in the Vatican chased the next. Pope Benedict XVI. broke into it and resigned as the first pontiff for over 600 years in February 2013. The ARD documentary “The Vatican Conspiracy”, describes now in which sham-holy world many clergy live.

Source: Focus

It is about the sexual abuse of children, in whose investigation Benedict played a crucial role. And the duplicitous relationship of many priests and bishops to homosexuality. While they live out their inclinations, all other Catholics must suffer.

“We ordered two callboys”

Finally, the Catholic Church teaches its followers that homosexuality is a grave sin. Many clergymen represent this radical view. In many cases a double standard, as documented by the documentation. Numerous priests live out their passion in the nightlife of Rome, but require their sheep to suppress homosexuality.

“You see the priests at gay bars in the evening and at the altar the next Sunday,” says a Vatican employee who wants to go unnoticed. Similar experiences have been made by the Italian journalist Carmelo Abbate. With a friend he visited a club at the invitation of a clergyman. “There are other priests coming and we have ordered two callboys,” they said.

Abbate took everything with a hidden camera. Men dancing in the club with half-naked callboys. But also a strange scene the following day. After leaving the club, they went to Abbate’s friend’s apartment. Some had sex, others slept. The next morning, a priest put on his robe, unwrapped candles and wafers, and celebrated Holy Mass. In the rooms where, according to Teaching, they had committed a grave sin.

Francesco Cacace also had relations with gay priests. How could they unite their affection with their faith? “Although I am a priest, I also have this need,” someone told him. “I’ll satisfy that, then I’ll be a priest again. I only give you my body. My soul belongs to God. “

Pope Benedict had references to child molesters

The Catholic Church is having a hard time with the issue of sexuality. The silence has cultivated them. Especially when it comes to crimes in their own ranks. For decades, the Vatican knew about sexual abuse of children by clergy. Has done nothing for a long time.

Joseph Ratzinger, the future Pope Benedict XVI, would have been present as a prefect of faith evidence of child molesters, it says in the documentation. Some came from Father Juan Vaca. Vaca was educated as a boy at the boys’ seminar of Father Maciel. One evening he had to massage Maciel’s stomach because he was in such great pain. Deeper and deeper the boy’s hand was to slide, until she touched the penis of the father and this erected.

Ratzinger initiates investigations

Over the years, Vaca experienced how Maciel abused many other boys. Later, he wrote letters to the Vatican over decades, reporting on misuse. An answer never got. The victims of Maciel finally went public. At that time, Joseph Ratzinger was responsible for the investigation of the allegations. But his hands were tied to him. Maciel enjoyed the backing of Pope John Paul II. Only shortly before his election as Pope Ratzinger initiated investigations.

 

The accused, however, he had not dismissed from the priesthood, as was customary in many cases, it says in the documentation. Instead, he invited Maciel to “spend the rest of his life in prayer and penance.” Later, as a pope, Ratzinger apologized publicly to all abuse victims. During his pontificate, thousands of priests were convicted of sexual abuse of children.

Video Documentation: The Vatican Conspiracy

 

View into the Black Box Vatican Bank – Dark forces that were stronger than Benedict

Until recently, the Vatican Bank was considered the most opaque bank in the world. The documentation mentioned above describes the dark machinations of the institute.

In September 2010 Benedict XVI wanted. put an end to the financial sump around the Vatican Bank. A year earlier he had installed the respected Italian banker Ettore Gotti Tedeschi on the executive chair. “Pope Benedict wanted new anti-money laundering measures and new control systems,” says prosecutor Nello Rossi, prosecutor of Rome.

But the pope could not prevail. Tarcisio Bertone, his cardinal state secretary, prevented the reforms. He did not want to investigate the Vatican’s past, according to the authors of the documentary. “We only show what we are doing from now on,” said Bertone accordingly.

 

The most opaque bank in the world

It is a robbery pistol between holy walls, which documents the documentation with the help of insiders: The focus is on the financial scandal around the Bank of the Holy See, which also overshadowed the last months of the Pope’s term. In 2012, the Vatican Bank IOR was targeted by the Italian Financial Police. The “Instituto per le opere den religione” (IOR for short), located in a medieval tower, is still considered one of the most opaque banks in the world.

Money laundering for the mafia?

She was popular because of her secrecy with the clergy, it says in the documentation. But also politicians and entrepreneurs took advantage of the anonymity and the worldwide offshoots of the Vatican Bank. “They used the IOR as an offshore facility to hide money, wash it, or pay no taxes,” says Vatican expert Micksen.

The regulators had no access to the Vatican Bank for a long time. However, they suspected that bank employees were washing money for the mafia and helping internationally sanctioned states such as Iran to transfer funds. “There was no supervision over the IOR. She had no one to justify, “says prosecutor Nello Rossi.

The Institute also opposed the tightening of regulations for European banks in the context of the financial crisis. The authorities had no choice but to force the bank to cooperate. The Italian financial police observed suspicious transactions, monitored phones and shadowed suspects. Finally, she came across a flashy referral.

“Benedict was too shy for the Vatican”

23 million euros had flowed from the IOR to another bank in Italy. The Financial Police wanted to know from the Vatican Bank who owns the money. This was silent. The Holy See also saw no reason to use its influence on the bank. As a result, the Italian central bank froze the money and the prosecutor’s office began its investigation.

In February 2013, Benedikt resigned without having made another attempt to reform the IOR. He was already extremely aged at this time and apparently no longer had the strength to face the challenges of the Vatican Bank, says a confidant of the reigning Jesuit Pope Francis in the documentation. The Vatican specialist Robert Micksen is even in the film even to the statement that Germans have not even succumbed to the bishop. He was a good theologian, but too shy to lead the Vatican.

Over 900 accounts closed

Shortly before the resignation of Benedict XVI. Vatican bank vending machines were shut down. A little later, the Italian authorities warned Europe’s banks about doing business with the institute. Will his successor Francis now clean up at the IOR? At an impromptu press conference on a plane Pope Francis said that he would not rule out the closure of the bank, an Italian journalist told in the ARD movie. According to this, Francis said there were three possibilities: close, clean up or even clean up more.

Shortly thereafter, the Pope announced an investigation at the Vatican Bank. He also announced that international standards should be introduced there. In June 2013, the priest Nuncio Scarano was arrested. He was a senior executive at the Vatican Financial Administration. Scarano is said to have tried to smuggle 20 million euros in a private plane from Switzerland and have them washed by the Vatican Bank. The priest denies that.

A little later, the director of the bank and his deputy stepped down. Over 900 accounts have been closed. The Vatican has launched investigations against Tarcisio Bertone. The former Cardinal Secretary of State is said to have embezzled even 15 million euros from Vatican accounts.

The Vatican creates a secret real estate empire with Mussolini’s millions

When the Holy See recognized the fascist regime of Italy, dictator Mussolini thanked him with a gift of millions. The Vatican invested the money, used foreign tax havens and letterbox companies – with success: It created a fortune worth more than 500 million pounds.

Probably few London tourists would suspect that the Edelweiss Bulgari or the luxury jewelers on New Bond Street have something to do with the Pope. Or even the head office of wealthy investment bank Altium Capital on the corner of St. James Square and Pall Mall. But these office buildings in one of London’s most upscale neighborhoods are part of a wondrous secret real estate empire – owned by the Vatican.

Disguised behind foreign corporate structures, the international portfolio of the church has been expanded for years. The money was paid by the dictator Benito Mussolini in 1929 for the papal recognition of the fascist regime of Italy.

Mussolini’s money has been invested – and is now worth more than 500 million pounds. With £ 15m of this wealth, the Vatican bought the London St. James Square 30 building in 2006, at the height of the real estate bubble. The property in the UK also includes buildings on London’s New Bond Street 168 and in the city of Coventry. The Vatican also has houses in Paris and in Switzerland.

prohibition of interest 

The Pope will certainly clean up superficially to appease public opinion, but the Vatican is too entangled in the financial world and, after  all , it was the Catholic Church itself that suspended the  interest ban and thus made us all interest rate slaves.

Its starting point was already the old church interest prohibition in the Middle Ages with the Second Lateran Council of 1139, the Decretum Gratiani, an explicit interest prohibition by Pope Innocent III. from 1215 and the Council of Vienne of 1311. Thereafter it was forbidden to charge interest on lent money. Thomas Aquinas spoke philosophically against the interest.

The prohibition of interest was bypassed by the Templars (knightly orders) and other bankers by a surcharge.

In secular law, the interest ban was increasingly lifted. So Henry VIII in 1545 after his break with the pope legalized the interest payment. The Reichstag of 1500, 1548 and 1577, according to their wording allowed a 5% interest on the purchase of pensions, but this permission was generally also related to loans. In the Westphalian Peace of 1648, 5% interest-bearing loans were declared admissible. Following this, German jurisprudence abolished the interest ban for customary law.

Martin Luther also turned against interest-taking in person, in contrast to Jean Calvin, who generally adopted a business-friendly attitude. Nevertheless, the interest ban was soon lifted in all Protestant areas of Europe, both Reformed and Lutheran.

Video: Hidden Camera – Priest masturbates in front of a congregation!

It is to be assumed on the basis of many indications and research that the documentary broadcast on the ARD shows only the tip of the iceberg in terms of pedophilia and the consequences are much more dramatic than many people imagine. Even the current Pope Francis is more likely to be a “hypocritical” Pope and on the outside, it must always look as if something drastically changed here. Especially if this topic gets into the public interest.

The subconscious of this child, well knows why it cries …

Source: medien.tv

 

Posted in Bad Guys - weaklings/evil empires/people on my shit list, Body/Mind/Spirit Connections, chicks/babychicks/kids, Conspiracy Theories/Underground Societies/Twilight Zone, Cool story, Bro!, Human Rights, Life/Musings, name dropping/me showing off my awesomeness lol, OMG WTF BBQ crazy stuff O_O, Politics/Societies/World stuff, PSA - public service announcements, Relevant News, Religion, Repost, The Truth, The Realist | Leave a comment

PSA/repost: Prominent Biochemistry Professor Warns – 5G is the ‘Stupidest Idea In The History of The World’

Updated April 24th, 2019 8:39 am – I just watched few really good YouTube videos about potential dangers of cell towers as well as a technical explanation of what technology 5G uses to increase the performance over 4G.  Very information packed I highly recommend watching them.  They are added to the bottom of the article.

Written by Frank M. Lin April 24th, 2019 1:03 am – I haven’t blog as much as past years…  I’m always debating posting simple links on my FB timeline or if I should repost it here directly on my blog.  On my blog is much better for my own research later as I can easily search this and also my extensive tag system makes it much more organized.  FB timeline is searchable by keywords but not as flexible as WordPress.  Anyway, this particular article about the dangers of 5G I predict will be relevant in the future.  We shall see if I’m correct…


 

Source: https://themindunleashed.com/2019/04/prominent-biochemistry-professor-warns-5g-is-the-stupidest-idea-in-the-history-of-the-world.html

Prominent Biochemistry Professor Warns – 5G is the ‘Stupidest Idea In The History of The World’


 

My favorite tech from 5G is beam forming.  It is so cool!!

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repost: Shenta Tsai Interview: Taiwan’s EV Rebel

Written by Frank M. lin April 18th, 2019 3:49 am @ Shilin, Taipei, Taiwan – I had shared this article on my FB recently but I think not many people have read it.  I had re-read the article again and it contains many gold nuggets.  Shenta is a very smart self taught electrical engineer and that’s highly inspiring.  His insights are very useful to anyone with interest in EV technology.  I wanted to archive this article in case it gets erased from the Internet…  so here it goes.  I recommend reading it thoroughly.

Source: http://www.myweeknight.com/shenta-tsai-interview/?fbclid=IwAR2_m10jawiqxkpV_l4DRPAqA56D5rijdm97iwrAcuiFkOywDEysp6nTzNM


 

Shenta Tsai Interview: Taiwan’s EV Rebel

 

 

The first time we encountered Shenta Tsai’s work was over a year and a half ago, with his ultra-highly modified electric scooter, based upon an Eton E-Go. Highly modified would not begin to convey the amount of re-engineering and transformation the scooter underwent. The encounter took place some six months before Gogoro officially debuted in Taiwan, and was to be our first experience with a serious e-scooter, far different from the common variety then in Taiwan or China, safe for grandma. Riding this immaculately re-worked and reconceived machine was a revelation. Over the course of a half-hour ride, it felt as though one had suddenly been catapulted seven years straight into the future, and knew it with every cell of the body. The scooter accelerated fast, seriously fast, yet was silent, smooth, and refined. It wasn’t just extraordinary, it was a paradigm shift on what a scooter could be. How could something this exist – why weren’t these everywhere? In time, they will be, as firsthand experience with such next-level, next-gen electric scooter and motorcycle performance will tend to make instant converts.

Shenta Tsai is a unique figure in Taiwan’s EV community, much admired and respected by enthusiasts who convert and assemble their own electric scooters and motorcycles, who often refer to him affectionately as “Professor S”. Tsai says he didn’t receive a formal education in electrical engineering, and is mostly self- taught, having spent many long hours over the years, studying everything he could get his hands on to fuel what he calls his “passion” for speed. He’s been burning the midnight oil over the better part of a decade, and with fascinating results. Tsai’s company Mobipus now makes high-end motor controllers, a component that regulates the energy output from the battery and instructs the motor how to move. Mobipus’ operation includes an R&D center in Taiwan and an assembly plant in Thailand, where Tsai’s family business used to produce single-use cameras.

Tsai’s family moved to Canada, to Montreal, when he was in the 5th grade, and he would later spend time in the US, in Detroit. He returned to Taiwan after studying international business, and joined the family’s disposable camera business as an international sales rep at first, working with clients like Kodak and Konica. Tsai says he didn’t start pursuing EVs for the sake of the environment, but rather out of a passion (a word he uses a lot) for speed, performance, and the thrill that electric drive delivers.

WN: How did you go from making single-use cameras into the world of EVs?

ST: I liked fast cars – speed was always my obsession and it’s what led me to attempt building my own electric bike. I saw the ‘Killacycle’ [world’s fastest 1⁄4 mile EV, 0–100 km/h in just under 1 second], saw this stunning amount of torque and the true capabilities of electric drive. That’s what really ignited this passion. I say “passion” because for me, being passionate about what you do comes first, the money is secondary. That’s how I fell into developing electric bikes. In between, we did a lot of research into controllers and everything else; we put major effort into analyzing and engineering motors. I tried to buy magnets from TDK and Hyundai, and acquired some 150 motors from around the world, taking them apart to study their design. I think in R&D, you really have to be obsessed to make progress Not everyone has that drive. I mean, during this period my girlfriend of eight years left, and I was alone when everyone was out to play. I was hitting the books, studying papers on electrical engineering, everything I could get my hands on. It was a difficult period over which a huge amount of sweat equity was invested. That’s why I call it…yeah, my obsession.

 

WN: The company you formed with all that you’ve learned, Mobipus, makes motor controllers right?

ST: Yes, that’s what we produce right now, along with a range of accessories. The concept of the company is built around a very simple idea and philosophy: I just want to make great products to fuel our passion, and share it with people I like. Fuck commercial products made for profit only. I ask myself, am I pleased with this; would I pay for it? Never ask what your clients’ needs are because if your standards are higher, you’ve got to satisfy yourself first. My idea is simple: we don’t look for ready-made solutions, we don’t buy other people’s know-how. We go from not knowing to knowing. I ask, am I pleased with this? That is always our starting point and ending point. Right now we are also working on developing a new BMS.

WN: BMS, a battery management system?

ST: Yes, the BMS is critical. Everyone talks about better battery cells, but it’s the BMS that really controls the performance you can extract. Among other things, there’ve been incidents with cheap Chinese chargers posing problems for others. So we started developing a new battery protection system which we’ll release, totally open source, to share with everyone, to benefit all.

WN: What’s your opinion about plugging in versus battery swap systems?

ST: I think the swap approach is a transitional step. Battery swapping is a business model, but in the long run, the plug-in will still be the answer. Battery tech is good now, but always improving, always advancing, and many companies around the world are working on it. EVs are on the rise and batteries will just keep getting smaller, higher density, and charge faster. Just give it time. The best cells are great now, but in ten years, they’ll be so sophisticated, you can’t imagine. Just let them get there, then when you can go 500 km, 1000 km, on a single quick charge, then who needs to swap? I’m not a big fan of swapping, I don’t think it makes sense, all things considered. Even Tesla didn’t go with the swap approach.

Tsai rides his creation, the “Red Devil”, one of the fastest accelerating electric motorcycles around.

WN: Tesla contemplated battery swapping at one point, and abandoned it, didn’t they?

ST: Tesla today has an 8-year unlimited-mile warranty on their battery, and Zero Motorcycles guarantees their batteries for 5 years and 160,000 km. In both cases, they can do this because they have an excellent battery management system on them. That’s the key point. The media and everyone focusses on batteries, but it’s the BMS that makes all the difference. In Taiwan, when someone comes to us with a bad battery, we take off their BMS, and rebalance the cells. After we rebalance them, and put it back, the battery performs. You see the problem is not with the battery, but with the BMS and its design.

WN: How much are EVs in Thailand growing? There’s been talk in the press about the government’s investment in the EV industry.

ST: A lot of what you hear happening in Thailand is mostly PR, and not really worth mentioning; it’s just for show. The reason is simple: it’s politicians putting on demonstrations, usually with a small EV, maybe with the prime minister, or some other news about EV demos with a university and politicians, just to promote themselves and their party. But I’m surprised by all the hybrid vehicles we now have in Thailand. On the other hand, the government in Singapore impressed me by how hard they’re making the push for EVs. The Singaporean government came to me several times, offering to buy a share of my company, encouraging us to setup our R&D center there, offering a high rise location, subsidies, grants and no corporate income tax, to lure us over there. That’s something I really believe Taiwan can improve on. Taiwan’s government tries to promote EVs, but I personally think they can do a whole lot better.

WN: What about China?

ST: China will be a game changer for EVs. Beginning in the early 1990s, when China’s growth period started and the economy began taking off, they realized that their fossil fuel reliance was going to be a problem. All their fuel is imported, leaving them very vulnerable to shortages, something which clearly isn’t in their national interest in the long run. So the government began subsidizing a lot of research into battery technology. BYD started out making batteries. China’s top two EV manufacturers both came into being through government subsidized R&D. In the 2000s, with the rise of mobile phones, battery capacity increased ten fold, and the battery industry took off. China doesn’t have petroleum, so they’re strategically subsidizing batteries. I’ve driven a BYD and they’re really nice. A friend of mine who is also in the industry drives one. I like that car, the handling, the motor performance, and the quietness. I think it’s better than Hyundai. I don’t think the Korean EVs are as good as China’s.

WN: What’s the battery’s role for EVs moving ahead?

ST: The battery is a major thing for an EV industry, on that we all agree. Look at Germany and see what they’re doing with their technical prowess. BMW is sort of doing EVs with the i3, Mercedes has hybrids, Porsche has excellent engineers, plug-in hybrids, great inverter tech, but who makes their battery? Samsung. They don’t have a mass commercial battery manufacturer. Who can really do electric cars then? Japan, the US, and China, because they have the battery technology and battery manufacturing capability.

WN: When do you think the major changeover to EVs will occur?

ST: The question is about necessity, and not when. When I was ten, I remember hearing that the world will run out of fossil fuels in fifty years. Now I’m almost forty, and still hearing that we’re going to run out of fossil fuels in fifty years. I think we have an abundance of oil, but you see, the petroleum industry is trying to frighten us about a scarcity of oil so they can control its price. Now, however, the oil industry is starting to feel pressure from the rise of EVs. That’s why the price of oil is dropping. The price of batteries is coming down like crazy too. Lithium battery prices have halved compared to only a few years ago. So give them just another few years to drop the price by half again. EVs are going to be cheaper than gas vehicles! I think that the major changeover will start taking place within five years, at the current pace, unless another dude like Elon Musk with Tesla appears, who really wants to be a game changer, speeding things up even more. EVs are not just better for the environment, they’re also cheaper, or will be cheaper. Commercial fleets like FedEx and DHL are already going electric. The reason for these commercial operators switching is purely the reduced operational cost. Their return on investment is within three years due to the significantly lower fueling, operating, and maintenance costs of EVs.

WN: There’s a certain reverence in the EV community for your electric motorbike the “Red Devil”. Tell us about it.

ST: My bike, the Red Devil, is the fastest accelerating performance bike that you can ride. It goes from 0–100 km/h in just 3.6 seconds. [The Killacycle mentioned earlier, is designed only for drag racing.] It was the first to do 100 km/h in sub 4 seconds. Best of all, there’s no clutch, no gears, no ramp-up. When gas bikes accelerate, a high level of skill is needed to release the clutch and change gears quickly, at precisely the right time, a real skill to reach max performance which not everyone masters. When we were testing the Red Devil at the Penbay International Circuit last year, in the straightaway, the gas bikes might get up to 160 km/h, changing gears, where we can get up to 134 km/h with a single gear, but that’s the only place where they still have an advantage. Once we start hitting the curves and turns, due to their size, weight, and acceleration curve, the gas bikes have to aim for the largest radius, but the Red Devil has so much instant torque, we don’t need to follow the widest radius. We have so many lines through the turns we can choose, rather than just in and out in the widest arc. Everyone there was completely blown away.

Posted in AKMEE Engineering, Battery Technology, Bicycle/Motorcycle/Scooter, Cool story, Bro!, Entrepreneur, Good Guys List - my heros & inspirations, name dropping/me showing off my awesomeness lol, Relevant News, Repost, Taiwan aka Formosa, Technology/Modern Marvels, The good bits of Taiwan, Transportation | Tagged | Leave a comment

repost: From Startup To Unicorn: How Meero Is On Its Way To Achieving This Coveted Rank

Written by Frank M. Lin April 10th, 2019 3:00 am @ Yilan, Taiwan – Haven’t posted a blog in a while.  I just read this article and thought it is worthy of a repost blog entry.  🙂  This is a very good article talking about start ups… Many good points for any CEO or upper management to think about

Source: https://www.forbes.com/sites/meero/2019/04/03/from-startup-to-unicorn-how-meero-is-on-its-way-to-achieving-this-coveted-rank/#ec7558b1f0e1

From Startup To Unicorn: How Meero Is On Its Way To Achieving This Coveted Rank


BRANDVOICE


 

For startups, it’s the Holy Grail, the goal to reach. In fact, only 2% of them will. But what makes a unicorn a unicorn? Growth, obviously. And “get big fast” has been a startup mantra since the 1990s. Starting a business that is highly scalable is definitely helpful. In its report, “Scale-up, the experience game”, the audit firm Deloitte states that “the median successful start-up realized $300K of revenues after five years, and realizes 5% annual top-line growth thereafter”. This is not big enough to hit the much coveted rank. You have got to do more. Alright, but how?

Meero Team

Exponential growth that seems to have no limit could well propel the startup to the coveted rank of a unicorn.MEERO

Playing it safe and offering services to the last generation of unicorns is a good start. Providing services and high-scale photo solutions for global players that are now IPOs can surely get you there. It makes sense that doing business with billion-dollar companies is going to increase your value. It certainly works for approaching clients, but what can make the difference is how you approach your partners.

We all know of the companies that helped cab drivers and landlords optimise their revenue streams. Meero is a good example of this kind of service. Started in 2016, it allows the 31,000 brands that helped raise billions in initial funds to book photoshoots in the blink of an eye anywhere in the world and have them delivered back fully-edited and ready to use 24 hours later.

It has brought together a community of 52,000 photographers and given them the opportunity to follow their passion by ensuring regular contracts. Because if the need for photo and video content is increasing everywhere and for everyone, especially for major brands that have to ensure a visual presence on any medium, the photographic production sector itself has not changed until now. The processes, the prices, the technology and the means of carrying out a photoshoot have been roughly the same for decades, whether it be on the photographer’s side or that of the customer. Yet the number of freelance photographers/videographers is still increasing without the guarantee of regular contracts and revenues and with poor access to technology. The idea is therefore to address this community with one tool and offer concrete solutions to improve daily work. This is one of the keys if you believe the Tech startups founders’ blog RocketSpace which advises you to “firmly believe your product or service will radically improve users’ lives”.

The start-up, currently at 540 staff members, is most clearly engaged in prospecting, and directly proposing projects with leaders in travel, food and retail worldwide. It then manages the entire customer relationship, from guidelines and billing through to delivery and storage of content, freeing photographers from time-consuming and laborious tasks that rarely fall within their expertise. If equipping a large community with offers that simplify their daily lives is what makes a unicorn, identifying a pain point is the real game changer.

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If vision and innovation are key elements, they must join other fundamental components to ensure the growth of a startup.MEERO

Technology is a key ally for companies that want to add real value to a market. While payment solution startups improve the user experience by digitizing invoice management and removing all paperwork, Meero’s cutting-edge technology for content enrichment gives a precise answer to a problem that plagues professional photography: editing. It’s a tedious job that takes up 20-40% of a photographer’s time. “Our AI technologies harness Meero’s talents by handling the hidden work of photographers” says Jean-François Goudou, VP of Research. Meero has invested in an AI capable of processing photoshoots in a few seconds, when currently a 60 minute photo shoot requires several hours of editing. This innovation, developed within the Meero Research Center coupled with its corporate solutions, allows photographers to spend more time doing what they love: taking pictures.

It’s a real innovation that could fundamentally transform an industry that was previously subject to numerous hazards (long delivery times, uneven returns, disparate prices, etc.). This all translates into a simplification of the relationship between brands and photographers and offers more transparency in the photoshoot process and costs involved in production.

If vision and innovation are key elements, they must join other fundamental components to ensure the growth of a startup. The rise of startup is also explained by the transformation of a mature market. According to CB Insight, 42% of startups fail because there was no market need**. In the case of Meero, the world of professional photography was waiting to be disrupted, and the company seized the opportunity to occupy a vacant place because no actor had put themselves globally on this stage. A venture that has worked since its creation, Meero doubles its turnover quarterly and continues to grow worldwide with offices in New York, Shanghai, Bangalore, Tokyo and Sydney. At this rate, Meero will have 1,000 employees by the end of 2019.

Exponential growth that seems to have no limit could well propel the startup to the coveted rank of a unicorn.


Adeline AnfrayAdeline Anfray Brand Contributor

Passionate about the media, Adeline Anfray has spent +10 years in the entertainment industry before entering the Tech ecosystem when she joined Meero in 2018. There, she handles all PR related subjects, working closely with young cofounder and CEO Thomas Rebaud


 

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VOTD: How do Lobsters grow? Sealed indictments…

Written by Frank M. Lin 2/22/2019 4:49 pm @ Fremont, California – alright, usually my VOTD list is more than 2 videos.  But since the 2nd video is so long and quite info dense lets just do two for the day…  heck, I’m still finishing up the video myself.  LOL.

Short but very insightful video.  It is what I consider a golden nugget!  This rabbi is very wise.  He looks totally spiritual as well.

This subject I’ve heard since a year ago.  It has been brewing for some time.  I hope it is real..  that would be totally awesome.  This particular narrator I’m hearing for the first time.  I like his calm style.  It is very informational.  Worth the time if you want to become more aware…

Posted in Awesome Quotes of the Day, Conspiracy Theories/Underground Societies/Twilight Zone, Donald Trump - The Good, The Bad, The Ugly, Good Guys List - my heros & inspirations, Life/Musings, Military, OMG WTF BBQ crazy stuff O_O, Politics, Election, Politics/Societies/World stuff, PSA - public service announcements, Relevant News, Religion, The Dumb/Retarded Aspects of USA, The Good Bits of USA, The Truth, The Realist, USA, VOTD - Videos Of The Day | Leave a comment