@iRevoluxion Even these early protos improve at speed. A direct quotes from the USDOT lab tech. who drove, "ERW improves with speed", "the faster you go the smoother it gets".
Nobody realizes that a chrome wheel will affect the performance and outcome of this test? How about another test with the exact same wheel instead of flubbing this one.
@LordToxygene So if we chrome or dont chrome our wheels you are saying there will be a double digit coastdown efficiency gain or loss? If this were the case by now we would have banned or mandated chrome on wheels.
@EnergyReturnWheel: You don't think theirs a huge difference between a 17 inch wheel that weighs only 15 pounds and a chromed 17 inch wheel that can weigh from 25 to almost 30 pounds?
There are several wheel manufacturers that specialize in lightweight wheels specifically for this reason. The forces to start and stop a wheel are multiplied at the edge of the rim which would mean the bulk of that weight on a chrome wheel would be on the barrel of the wheel.
@LordToxygene You are correct in that lighter wheels are an advantage but in this case it hardly matters when you chain down a 4,800 lb. SUV. and apply 6,000 lbs dyno resistance for a coast down. Any flywheel effect will vanish under such a heavy load.
After 2 years I can see many objects stuck within this! Do they come in sealed or shielded tires? Because these open holes really will just collect objects over time (nails screws glass dead animals dirt cig butts poop mud ice Richard Simmons coins sticks) not to mention how ugly these are.
@ThreeDaysOfDan When we switched to composites we solved the issue. Our multi wall .333" thick carbon nano tube carbon fiber hoop core is protected by ballistic grade Kevlar jacket. Topped by nano rubber wedges more belting then traction layer. Serious strenght in a light weight package.
@sentrasersr20de We are excited to see how your Mini will perform with the ERW advantage. So far we predict 20-30% less weight for tire and wheel combo, double digit drive train efficiency gain for more HP and torque to the ground, double digit rolling resistance improvement plus a deweighting effect. Your high horsepower track buddies may try to hide from you.
@bilirubinu Yes you are right on! We are absorbing alot of rotational force as ERW winds up a few degrees metering out force to ground.... an uber smooth ABS. We also have screw force accumulation/return in our highly elastic sidewalls pat filing #4..
how about in moving air? like, say, a car. driving down a road? is that consistent with the dyno test? how about different pressures in the normal tire?
@mrJv2k7 How can ERW can provide a return against wind resistance? Think of the pull of gravity drawing the hub lower within the hoop. There is energy stored in line against the pull levitating the hoop. Wind resistance on vehicle body creates hub displacement in line with wind... an energy return suppliment added to throttle responce. All official Gov. tests involve steel rollers that accumulate heat to raise internal tire temps and pressures to artificially improve mileage results.
@EnergyReturnWheel "How can ERW can provide a return against wind resistance?" Exactly. i was thinking it can ADD wind resistance by not providing a surface over which laminar flow could occur, like normal tires do. it looks like it could generate vortices and a general uneven flow of air, so the sidewall covers you mentioned in another reply might actually be necessary instead of just cosmetic. not sure what u mean by "hub displacement in line with wind" can u pls elaborate?
@mrJv2k7 The vehicle body mass is represented in the hub. The hoop supports the hub via dynamic tension generating a float/levitation when weight bearing. The displacement is in line with the direction of force. The same effect occurs as the wind direction displaces hub rearward in hoop scope, now the dymamic tension is driven by throttle responce and spin becomes the path of least resistance.
@majestyy2k Michelin has struggled against our issued patent claims. We filed in 2002 while Michelin filed in 2008. We would be happy to provide license but "so far" thats not the way foreword for them.We would like to see the tire industry embrace ERW but all manufacture requests are from outside the industry. We believe that ERW production could benifit from the highly skilled tire constructors.
@DIFOWX Hello Colombia, We are working hard to provide the new choice. We want double digit auto fuel improvement, tough off road performance and eliminate flat tires. Bicycles will be first. Colombia has "world class" cyclists and we hope to bring our ERW bicycle to your hills soon!
@run4urmony For sure. We have highly elastic sidewalls and are applying a vacuum boost to improve performance. There is aprox. two pounds compressed air in a pnu.. Who needs that?
Seems like a good idea, I would buy them (considering economic factors aka price) but if they are so wonderful why have no big manufacturers considered them and why have none of the Autos in attempt to be green installed them on their vehicles? Are they simply not available to the public yet or are they too pricey to make them viable on the open market?
@mortsey Much work to overcome a long list of requirements. Remember the 10% efficiency gain Michelin radial tire took form 1948 patent date to 1970 to make the US market. We expect more of the same for auto.
I must thank you for not attacking me for questioning the outcome of this test. I'm sure it must be difficult taking continuous criticism from the public but, I believe if there is a product that people have become so accustomed to, they usually reject the idea of change. Over time, through testing and development I hope that you achieve a superior product.
@riderx48 Thank you. After an unusually long barrage the few of us who comment can get a little testy. We have made real progress but the patent timing is very important so we must hold info. back.
I don't know... this doesn't look right to me... that pneumatic tire slowed down a bit too abruptly for a wheel spinning in neutral and having no brake force applied at all... I don't know, maybe it's just me.
@riderx48 USDOT chained down 4,800 lb. ML, set the dyno resistance to 6,000 lbs. The pnu. tires were inflated to 35.5 psi. Lab tech. driving their protocol. We asked why such a load was required. This setup was a USDOT decision. The tire did the best it could. Early version ERW just did alot better.
the only problem i see that will sometime happen is that if your brakes (toyota prius) fail your only going to be that much more fucked and has to have a longer runway to come to a stop. to me not worth it.
@djshotty1969 ERW can "wind up" and accumulate/return brake or throttle responce. We can increase the % of screw force accumulation by increasing the membrane pull travel.
@edopizza We have new protos made of composite materials and way less rubber that are much lighter than pnu.. Great hoop strength allows the hub to be redesigned eliminating mass.
@EnergyReturnWheel The question is: How much did the proto shown in the video weigh and how much did the standar tire+rim shown in the video weigh? If the weight is not the same between these two, the results claimed are not valid...
@tashows This was a coast down test. Its as simple as ease of rotation under a very heavy resistance load. We easily won. ERW spins up the dyno more quickly IE if it were a "flywheel" effect this would be impossible.
@Necronaut If you are saying it looked like ERW was at a weight disadvantage yet we still manage to clearly "out" accelerate and "out" coast a 100+ yr. refined "tire"... we agree. ERW can accumulate screw force and fling the hoop against the rollers in a way that pnu. can not. Check out dyno vid to see hub ride high and foreword within the hoop under throttle and holding pace.
@AceofSpadesau Those factors matter little .....A 4,800 lb. ML "chained" down to a 6,000 lb. dyno load. Notice the massive drag effects on the 35.5 psi. pnu.. ERW has near "hard wheel" rolling efficiency with cushion.
@EnergyReturnWheel I understand that, my point was more about effort required to turn the wheel. its not all about rolling resistance, although i understand that particular factor is highly important
@AceofSpadesau Notice ERW easily spool up the dyno. No traction layer on smooth 48" steel rollers. Traction and levering. Check out our dyno video where ERW hub "rides high" and forewords in the hoop under throttle.
I really like the concept, but have you tested it in snow or ice environments? I'm trying to think of how your solution or how it will feel one you get a build up and the wheels go unbalanced. Especially unbalanced on a icy curved road?.
I could see how an idea like this would decrease your rolling resistance and increase gas mileage, but it appears that there is a smaller contact patch with the asphalt, which would give you less grip. Is that true?
@Kcducttaper1 This was a major hurdle that was turned into a positive. We are developing/patenting traction layer tech. that will be the envy of the industry. The composite hoop can lever Kevlar bound rubber wedges into corners and splay out under hard braking. More psi., less bounce more contact.
@EnergyReturnWheel I am please to see some comparative testing (albeit simple). I have some questions which you may be able to answer (pretty basic): Did you maintain the polar moment of inertia of the wheel assembly? Did you maintain the same tyre-road loading?
I think you would convince more people this is a viable concept if you compared the rundown times of your innovation tp a fully rigid hub with the same rigid tread you use.
@uttercodswallop USDOT lab setup. So you admit there is "something" going on. Notice final stages of rolling. All Tests were performed with 6,000 lbs. dyno load/drag.
I don't get it. What is the purpose and desired result of this test? I see it takes longer for the ERV to come to a stop but, not knowing the rationale for the test, I cannot tell if the test was a success.
@darthom Coast down test is the most basic of all. Lab tec accelerates to 55 mph. puts transmission in neutral and coasts to a complete stop. USDOT high altitude lab chose a 6,000 lb. resistance on the AWD dyno. This heavy dyno load quickly slows the 35.5 psi. over inflated standard tire to a stop while ERW keeps on going. Imagine this advantage in your everyday driving.
Oh, here's an advantage, like when you're rolling to a stop and you know how long it takes your car to stop on normal tires but it no longer stops in the same distance because you have these things on and you end up in the middle of an intersection after the light has changed or into the back of the car ahead of you. I hardly call increasing your stopping distance an advantage.
@gamewizard Coasting distance is not the same as stopping distance.ERW's may stop in a shorter distance if they don't lock. My concern with ERWs is how they "come out" of a slide. Polyglass tires had the weakness of rolling over and taking forever to respond to threshold braking. These may very well have the same problems.
Sometimes you coast to a stop instead of applying the brakes so coasting can affect stopping distance, especially if you are driving a big rig that depends on engine braking to help the vehicle slow down on steep grades. Did you actually think those guys ride the brakes all the way down a hill? They wouldn't have any brakes left by the time they got to the bottom. If it takes longer for the vehicle to stop because this wheel is counteracting engine braking, accidents could result.
@gamewizard If your engine is still engaged you aren't coasting, you're engine braking..."Coasting" as defined by the SAE/EPA is with the engine in neutral.
@Dabagel100 We expect an injection molded body with fabric based traction layer. Way away from the tire. We remove the "air" ....about two pounds of compressed air are in each tire now. We have been running aprox. 18" Hg. "inches of mercury" vacuum pressure. ERW rolls without vacuum.... it just increases "tune".
@EnergyReturnWheel Your wheel is a brilliant concept. But you are really trying to reinvent the wheel. There is no need for this necessity . Also, the coasting test is a bad comparison because the average person is usually in stop and go traffic. And, the ERW is not a very elegant wheel. People will much rather have a shorter stopping distance and a cool tire and rims. If you can make it appeal to the public in style, you might be able to sell some ERWs.
@Dabagel100 Our video shows ERW advantage in acceleration and coasting VS a 35.5 overinflated pnu. ...just like stop and go traffic. The 6,000 lb. dyno resistance load was 1,200 lb. more than ML 55 4,800 lb.wt. Carpool numbers.
@n1zm0 We have developed a highly elastic sidewall. Elastic sidewall can accumulate screw force and lateral displacement and then return these forces to the rolling action.
Not to mention the length of time it would take to service it, 5 minutes for a regular wheel vs the hour or so per wheel that would take. Almost looks faster to replace the whole tier and rim, but that leads to more money. Fail idea is fail.. Sorry kids.
@mynameisray We have been developing a vacuum install for mounting and removal. Ambient air pressure is allowed in to secure to the rim. Using a composite outer hoop allows for so many new ways to mount, tune and develope new prototypes.
This looks like it would last half as long, cost twice as much and lord knows how much to service. And the nice thing about a regular wheel is just about anyone can service it. This looks like you need someone in a lab coat to service not to mention if it's serviced wrong, which I am sure MANY will be, it would be a disaster waiting to happen. It's one thing to loose a bit of rubber but to have that come apart and start whipping around would be nothing but bad news. Time for a rethink maybe?
@mynameisray Early prototypes patent # 1 +2 were performing well enough to encourage continued development. Since this video we have filed 3 additional "utility" not design patents with dozens of new claims. IE we have been reengineering like crazy. Much progress to report.
I think what you are doing and have achieved is fantastic, BUT, for your own good, remake your videos, and get someone with a good talking voice to do a voice over, explaining in easy english, what you are demonstrating and why its better than a normal tyre. At the moment, the videos are not easy on the brain of a typical motorist. Anyway, keep going and congrats on your inspiration.
@Hensen1954 It is obvious that we have spent little on video production in favor of patent work and prototype development. The environment has dramatically changed for the independent inventor. This requires working within your means and allowing more time for acceptance IE we have become accustomed to so much "puffery" from advertisers, ok out right lying about a new product that can quickly dissapoint. We will continue on course to prove over time that a "new wheel" can make a big difference.
What is the difference in percentage of fuel efficiency between ERW and regular tire? How much longer can the car go with ERW compared to regular tire on a same car?
@RapTilian2911 With so many combining effects it can be 50% massive. The heavier the vehicle the more the advantage. There is a sweet spot between % of developed tension in the drawn membranes for cushion VS. the rolling resistance IE greater % of tension. This "effect" is "Highly" tuneable depending on your preference / application.
what they do, is look at what you made, use their money to make one like it, and use their money to patent a slightly different one, calling it original, then take all the money that should have went to you. I had the liberty of finding this out after designing a production and packaging system that was rejected by my company, then installed under a new patent. without the large financial backing to fight it, I was helpless. Good luck in your venture sir.
@DJMC5ive It is a cruel world no doubt. I still believe that You should never quit inventing. Use your inventing skills! There are too few inventors. Monetary rewards are great but the realization that You have made a difference is "some" consolation. If you continue to invent getting credit for a job well done will eventually come.
Simply overinflate a normal tire / wheel assembly and achieve the SAME result! Junk science! ...or let's compare a steel train wheel for rolling resistance. Virtually half or less than a pneumatic tire.
@Schizy01 Over inflated tires loose all cushion ability and are very unsafe. Steel wheels on rails are 700% more efficient than pnu!!! ERW accumulates screw force IE winds up from throttle responce increasing drive train efficiency again unlike pnu.
@Snooch1984 Gee only a 50% better coast down than 35.5 psi. over inflated tire. The U.S.D.O.T 48 " steel drums accumulate heat to increase pnu. air pressure to artificially improve pnu test mileage. Dyno was set to 6,000 lb. resistance that is why pnu is dragged to a crawl so soon. Notice ERW final stages of roll. Notice / compair acceleration under 6,000lb. load. Notice hub floating high and forewords within the hoop at highway speeds. Levering force my friend.
@welderboy14 The highly curved composite hoop with lateral/medial Kevlar bound nano rubber wedges off the curve morph to the surface with higher psi. and in a mannor that pnu tread block can never accomplish. Pnu looses all cushion properties when tread block is supported by the level of air pressure required to match ERW. We can not over state the fact that 100 yr. pnu is no match for a true new age ERW machine.
of course it going to roll longer. it has more energy since it weighs more. but it takes more energy to get to speed. also, tire pressure plays a huge role in how long the tire will keep coasting. but psi is kept low for a smooth ride.
@dragsteralf Notice how much quicker ERW attains 55 mph. than the 35.5 psi inflated pnu.The additional wt. of early protos would be no advantage when the 4,800 lb. Merc. has a 6,000lb. dyno resistance load. Find another dyno video with so much resistance accelerating from a dead stop. The U.S.D.O.T. was trying to make an example of us by saddling ERW with such heavy resistance... this 6K. resistance is why pnu. was dragged to a stop so quickly.
@SaintBelmont Check out our web site for newer versions. We feel that we have a new machine, something not seen before. Many critics are upset to witness ERW development but we are dedicated to bringing fresh ideas into an old market. We hope you can enjoy from an artists viewpoint.
What about treadwear? The size of the contact patch is immensely smaller than the radial... radial tires wear better than ones of yore due to the way the contact patch (con)forms as it hits the ground, having almost uniform pressure across most of the patch. Your wheel/tire looks like it has extremely high pressures in a small area, and has very little local deformation or flattening of the patch. I realize bending rubber takes energy, but if your tires wear out in 10k mi, forget it.
@matthewtmr We developed a curved composite hoop with "outrigger" kevlar belted rubber wedges to increase "footprint" not "tread block". We roll to the ground PNU slaps a flat block to the ground. the "slap" micro action reduces traction as the treadblock squirms into position. IE less stable at speed. Unlike pnu or any other "airless"ERW improves with speed because it "rolls" along.
@EnergyReturnWheel mmm... well you say traction is BETTER... I say money where your mouth is! Send some our way, we can autocross them for you. We have a full cage, restraints and helmets, so it shouldn't get us killed ; )
One of the big problems with smooth friction surfaces is interference from intermediaries.. in a tire's case, water. The tread blocks typically help channel water away from the friction surface. As in the case of drag slicks, amazing dry pavement traction is a trade off for dangerously low wet traction.
How effective are the ERW's at preventing hydroplaning?
@Hardwyre ERW curved winged hoop allows for "any" tread pattern to be used. A major change is the ability of the hoop to apply much greater "constant" dynamic force "psi." to the ground. "Roll" the water out of the way or "slap" the water out of the way... which will provide a more consistant hook up?
@Scientist9221 Talk about dodgy... check out our DOT highway test "dyno day" video and see multiple" brake lights" come on while the lab driver must slow the ML to keep to the coastdown portion protocall. There are no brakes applied on highway tests! Also the acceleration of ERW is "power down" against a 6,000 dyno load on the 4,800 lb. ML. VS. lagging 35.5 psi. pnu.
@periesicsd Please see below we would have sidewalls and wind pushing on the front of the tread surface will actually create a low pressure and pull the inner wheel and thus car forward. It's reverse of what you think.
pretty nice..but..i'd like to see it in action on the brakes to prevent a accident...that's what i'd like to see..i mean sure it can save money and all but can it save someones life..?
@monkeyx3000 Braking traction will actually increase thus reducing stopping distance dependent upon the compounds used on each tread. Much like tires today, ERW can be customized for the conditions it will be used under. Commercial, 4x4, Military, Bicycle, passenger, Road, Track, or Motorcycle. to name a few.
I've watched a few of your videos on the ERW, and I can't say that I am fully sold on the superiority of this wheel to currently prevalent technology. However, I will say that I hold most of the people that are commenting on your videos in utter contempt. I see amply proof here that for every one dreamer with an idea, there are thousands who will shout him down. Those nay-sayers are incapable of creative thought or innovation. They seek to elevate themselves by crushing innovators. How sad.
@Merto6 Maneuverability testing is how we moved to more and more highly curved hoops. It brought the vulnerable edges up out of the way and allowed us to use 2 wedges of kevlar bound rubber off the curve to be levered into a corner radically increasing grip. IE when ERW displaces laterally it forces the wedge to the surface. It is very difficult to loose traction on dry surfaces. It is PNU with its non rolling "tread block" "slap" action that has a tendancy to disintegrate at speed.
um, and the wheel goes round and round... but does it go sideways? Driving made easy at wwwDOTsidedriverDOTcom. Very cool invention for ANYTHING with wheels. Video posted on my channel too.
@SidedriverDotCom Nice. Airless innovation is a big key to the future of our current transportation structure. And parking made easy is very cool... we like to drive forwards! Keep us updated to your progress.
So now instead of pressure, we'll have to check that each bolt is crewed on properly... And what if a bolt isn't screwed on properly and is ejected out of the wheel onto another windscreen...
The ERW has more rotating mass, it may be a few ounces but it has more rotating mass the Pneumatic tire. More mass means it will roll longer or take longer to slow down to a stop. You want to save the earth? WALK!
@johnnnyreb51 not true. the PNU is larger in diameter and by your assessment would have a much larger rotational mass and therefore had the advantage in this test.
@ptman1945 The Mass of the larger diameter steal belted tire and the first generation ERW were very similar in weight but I do not have the exact difference. I know the second generation prototypes currently weigh less than the same diameter Z rated tire.
@EnergyReturnWheel yes the pneumatic tire had the larger diameter, however this advantage can be nullified if the ERW is significantly heavier than the pneumatic. a heavier wheel will also take more force to accelerate, ie, more fuel, so while a heavy wheel may be better on the highway because it is less prone to slowing down, it may decrease city mileage due to the frequency of having to stop/accelerate.
@wizard0ne0 ERW easily out accellerates the 35.5 psi. pnumatic tire during the U.S. D.O.T. coast down test. This early heavier ERW prototype still accumulates energy between the hoop and wheel. Wheel rotation begins to "wind up" ERW like a rubber band powered airplane. More force is avail. for braking or accelleration thereby increasing "Green".
@johnnnyreb51: You mean the ERW has a larger axial mass moment of inertia, I guess. A larger mass alone doesn’t help, it’s the concentration of mass as far away as possible from the rotational axis that matters.
@albedoshader We have since this test greatly reduced ERW weight, IE. Kevlar/ carbon fiber "sandwich" hoop many less components. If the wheels were rolling by themselves IE not supporting the SUV ... additional "far out" mass could be an advantage, but remember there is 6,000 lbs. drag force applied by the AWD dyno on a 4,800 lb. Merc. so not much effect on coast down results.
Zero-pressure tires are a neat idea, and I hope they're pursued, but I think the test in this video is misleading. The ERW has a heavy steel rim just behind the tread, and steel hardware mounting that rim to the metal wheel. That means the ERW has a higher mass moment of inertia about its axis of rotation. That means that an ERW of the same total mass as a normal tire spinning at the same angular velocity as that wheel/tire will require more input energy to bring it to that speed and back down.
Additional to the ERW's high mass moment of inertia, it also has a smaller diameter. Torque=force*lever arm length. In this case lever arm length is the tire's outer radius. That means that in the coast-down test, a smaller torque is applied to the ERW than is applied to the conventional tire to slow it down. So, the ERW has more kinetic energy than the conventional wheel, and is slowed by a smaller force. And I'm not sure the ERW returns more energy than does a flexing tire.
@billymanbelbrot Rolling resistance is a complicated issue that tires have combated since beginning. They have learned a lot about it in the last 5 years that they never knew. Our technology is taking full advantage of the ability to reduce rolling resistance while keeping Ride quality and traction.
@billymanbelbrot - For those of us with less complex computing functions, I think what he's trying to say is that a greater portion of the tire/wheel weight is concentrated toward the perimeter.
@Scientist9221 This is not a test of how long it takes to gain speed to 55mph. It is a test of how long it takes to coast down from 55mph. The time that the tires start spinning does not matter whatsoever. A tire could be spinning at 55mph for an hour or a few seconds and it will still coast down in the same amount of time.
@BassoProfundo87 lol, the power is cut off at the same time, but the one on the left didnt accelerate as fast as the one on the right during the process, moron. not to mention the conditions of both tires are unclear(inflation pressure, tire load etc.)! the phony tire company should make you a VIP!
@Scientist9221 Acceleration is not a factor if you hold the throttle steady for a moment before you cut power. That is how a standard coast down test is conducted. Your other points are much more valid than this acceleration thing you're stuck on. Even so, I would guess that the inflation would be standard and load would be the same, though I could be wrong. Claiming that he is being a "con" is quite presumptuous, given that you do not know the status of what you think could be the case.
@BassoProfundo87 this video is clearly trying to tell you that : we start running both tires and cut off the power at the same time but the new one last longer, look at the clock at the bottom and the clock appeared during coasting. that's the message this video is trying to deliver. but I spotted the flaw, so I call it a scam...what's wrong?
@Scientist9221 What's wrong is that what you are pointing out has no bearing on the results of the test. This is scientific fact. Whether or not the video is trying to say that they accelerate at the same time or rate is inconsequential to the test. IF the maker of this video thinks that they are scamming people in this way, they would be incorrect in that assumption. However, I would guess that they are well enough informed on the basic elements of physics.
@BassoProfundo87 what scientific fact? what authority carried out the test? what are the test conditions? none of those are presented and you call it scientific fact? I call it scam!
@Scientist9221m TEST CARRIED OUT BY: "USDOT High Altitude Testing lab. "35.5 psi. tire pressure" on PNU tire with... 6,000 lb. dyno load.. on a 4,800 lb. Mercedes AMG AWD. This is a certified Testing lab used by almost every car and tire manufacturer.
@Tj1056 I suggest you disable the green bar at the beginning of the video and watch again. Pay attention to the spinning rate of both tires. Mind you the clock starts to tic for both tyres when they are at 0 mph.
@Scientist9221 you no when the big words that say STOP POWER COAST DOWN... then when that pops up that means both tires have reached 55mph and they are coasting... see how there are 2 more timers that pop up after that?... its common sense figure it out
@BassoProfundo87 The Scientist is Correct. This test only shows the coast down... and once both wheels attain speed they are released on the same car under the sam conditions on the same dyno and day. This is a test that is performed all over the world by USDOT high altitude testing lab. 35.5 psi. tire pressure... 6,000 lb. dyno load.. 4,800 lb. Mercedes
This "reinvented wheel" appear to be applicable for ideal road conditions only - where the road surface is as smooth as a baby's butt. How does it perform when travelling over an 'average' road with bumps and holes? I doubt that <1" rubber strip is going to give too much ride comfort. What about tyre slip angles? What about metal fatigue of the steel rim and the bolts holding the rim? Would this "ERW" be as forgiving as a conventional tyre in the case of a failure?
@operationcwaI789789 This prototype is based on a standard road conditions tires. We have many designs and patents that allow for All terrain and even military application ideas with TRUE run-flat designs for safety and longevity.
well it does adapt a bit but not as much as standard pneumatic tire think of this tire as a solid rubber held to the wheel by springs it will last longer and never be able to go flat the con a slightly noisier and bumpier ride. Pros being better traction, stiffer handling like that of really expensive tires, and no air to go flat. They can still fail imagine that rubber band of tread breaking at 75 mph leaving a smooth plastic or composite material to the road.
@Lunas2525 We have experienced total failure of the outer hoop on only one occasion... and the vehicle drove and handled surprisingly well for many miles of use. The circular nature of the wheels design holds even a broken Outer hoop to the wheel and allows for safe Stopping.
FIRST... Who drives on a cylinder? The footprint is being messed up. SECOND... Tread pattern and stickiness/grip is going to cause resistance. THIRD... I've never seen the ERW on a course. I've only seen it go 3mph making a turn and go straight @ 55mph but the vehicle was stationary. Fourth... The ERW is unneeded weight and is a eyesore/ugly
@InterspeciesErotica7 these Early prototypes had cylindrical shape on the out hoop for Construction reasons. The new ones on other videos show the difference in designs that address your concerns. IT also weighs no more than a regular tire at this point.
@eisenhorn1000 Rolling resistance greatly important to the braking process. Because that lower rolling resistance is a result of two possible things, less contact patch on the road, or less "sticky" tires. And both of those aspects will increase braking distance. A smaller contact patch means you will surpass your traction limit faster while under braking and start sliding sooner, and the harder, less grippy tires will increase braking distances for the same reason.
@bigbobkropp The contact patch is smaller on this wheel only because a tread layer is not applied to this prototype. Under normal construction this wheel would have a contact patch much like a regular tire. and also becomes a torque converter between the Wheels rotation and the cars motion.. when you stop it will be MORE grippy... and when you go... and around corners because you will have a Tread based Shock absorption.
@eisenhorn1000 Rolling resistance (the friction between tire and road AND the weight of the wheel/tire) matters a great deal to braking performance. One of the detriments of "Plus" sizing (upgrading a stock wheel/tire combo to one with a taller/wider wheel, wider tire with less sidewall - maintaining the same overall circumference) is increased braking distance (and fuel economy usually decreases, also).
@zrili We have used zero grant money on this advancement in wheel technology. We aim to license our patents so the world can be instantly bolt on greener. There is a need for this design.
@EnergyReturnWheel for every bolt in this wheel why not use a small electric impact generator? the use on elec cars would be double that way the energy from braking using the enertia, and while going forward from the impact generators? the impact generators i was thinking of was the ones they were going to install in soldiers boots as a power source
you sacrifice energy for traction, its almost a 1:1 ratio. why not put more focus on the rubber compound, instead of fancy looking rims. Overly complicated also if you ask me. Also your idea is basically spokes, which has already been invented.
Let me tell you why this shit will never work in real world applications. First it heavily neglects the idiocy of drivers that as sure as god makes little green apples will hit a curb and destroy these things. Second pneumatic tires offer a form of cushion to road imperfections this minimizing the the vibrations and rattle when we hit a bump. This is evident when someone adds aftermarket performance wheels with a larger radius than factory specification, the result is having to use lower
what about sidewall stiffness at cornering speeds
lasertools1 16 hours ago
@lasertools1 Adjustable by membrane tension and vacuum boost.
EnergyReturnWheel 15 hours ago
ERW© + 100 mph = you're dead
iRevoluxion 1 day ago
@iRevoluxion Even these early protos improve at speed. A direct quotes from the USDOT lab tech. who drove, "ERW improves with speed", "the faster you go the smoother it gets".
EnergyReturnWheel 23 hours ago
Nobody realizes that a chrome wheel will affect the performance and outcome of this test? How about another test with the exact same wheel instead of flubbing this one.
LordToxygene 4 days ago
@LordToxygene So if we chrome or dont chrome our wheels you are saying there will be a double digit coastdown efficiency gain or loss? If this were the case by now we would have banned or mandated chrome on wheels.
EnergyReturnWheel 4 days ago
@EnergyReturnWheel: You don't think theirs a huge difference between a 17 inch wheel that weighs only 15 pounds and a chromed 17 inch wheel that can weigh from 25 to almost 30 pounds?
There are several wheel manufacturers that specialize in lightweight wheels specifically for this reason. The forces to start and stop a wheel are multiplied at the edge of the rim which would mean the bulk of that weight on a chrome wheel would be on the barrel of the wheel.
LordToxygene 2 days ago
@LordToxygene You are correct in that lighter wheels are an advantage but in this case it hardly matters when you chain down a 4,800 lb. SUV. and apply 6,000 lbs dyno resistance for a coast down. Any flywheel effect will vanish under such a heavy load.
EnergyReturnWheel 2 days ago
After 2 years I can see many objects stuck within this! Do they come in sealed or shielded tires? Because these open holes really will just collect objects over time (nails screws glass dead animals dirt cig butts poop mud ice Richard Simmons coins sticks) not to mention how ugly these are.
ScreamMode1337 5 days ago
@ScreamMode1337 We now have vacuum charged highly elastic sidewalls... pat filing #4.
EnergyReturnWheel 5 days ago
if the wheel gets clipped it will break =P
ThreeDaysOfDan 1 week ago
@ThreeDaysOfDan When we switched to composites we solved the issue. Our multi wall .333" thick carbon nano tube carbon fiber hoop core is protected by ballistic grade Kevlar jacket. Topped by nano rubber wedges more belting then traction layer. Serious strenght in a light weight package.
EnergyReturnWheel 1 week ago
Excellent. I need a set for my Mini Cooper. I'll test them out for you.
sentrasersr20de 1 week ago
@sentrasersr20de We are excited to see how your Mini will perform with the ERW advantage. So far we predict 20-30% less weight for tire and wheel combo, double digit drive train efficiency gain for more HP and torque to the ground, double digit rolling resistance improvement plus a deweighting effect. Your high horsepower track buddies may try to hide from you.
EnergyReturnWheel 6 days ago
need to improve on stopping time
bilirubinu 1 week ago
@bilirubinu Yes you are right on! We are absorbing alot of rotational force as ERW winds up a few degrees metering out force to ground.... an uber smooth ABS. We also have screw force accumulation/return in our highly elastic sidewalls pat filing #4..
EnergyReturnWheel 6 days ago
how about in moving air? like, say, a car. driving down a road? is that consistent with the dyno test? how about different pressures in the normal tire?
thanks
mrJv2k7 1 week ago
@mrJv2k7 How can ERW can provide a return against wind resistance? Think of the pull of gravity drawing the hub lower within the hoop. There is energy stored in line against the pull levitating the hoop. Wind resistance on vehicle body creates hub displacement in line with wind... an energy return suppliment added to throttle responce. All official Gov. tests involve steel rollers that accumulate heat to raise internal tire temps and pressures to artificially improve mileage results.
EnergyReturnWheel 1 week ago
@EnergyReturnWheel "How can ERW can provide a return against wind resistance?" Exactly. i was thinking it can ADD wind resistance by not providing a surface over which laminar flow could occur, like normal tires do. it looks like it could generate vortices and a general uneven flow of air, so the sidewall covers you mentioned in another reply might actually be necessary instead of just cosmetic. not sure what u mean by "hub displacement in line with wind" can u pls elaborate?
mrJv2k7 1 week ago
@mrJv2k7 The vehicle body mass is represented in the hub. The hoop supports the hub via dynamic tension generating a float/levitation when weight bearing. The displacement is in line with the direction of force. The same effect occurs as the wind direction displaces hub rearward in hoop scope, now the dymamic tension is driven by throttle responce and spin becomes the path of least resistance.
EnergyReturnWheel 1 week ago
what's up with that "LLANTAS TWEEL" by Michelin? is that a different technology? the video is on the side
majestyy2k 1 week ago
@majestyy2k Michelin has struggled against our issued patent claims. We filed in 2002 while Michelin filed in 2008. We would be happy to provide license but "so far" thats not the way foreword for them.We would like to see the tire industry embrace ERW but all manufacture requests are from outside the industry. We believe that ERW production could benifit from the highly skilled tire constructors.
EnergyReturnWheel 1 week ago
it can run but it can't stop
jade1985 2 weeks ago
@jade1985 Brake force is metered out by the ERW screw force accumulation/return abilities improving traction/stop distance.
EnergyReturnWheel 1 week ago
wht video means that wheel reduce the fuel consume or it just is a flat wheel, i wish to understand that to buy it im from bogota. colombia
DIFOWX 2 weeks ago
@DIFOWX Hello Colombia, We are working hard to provide the new choice. We want double digit auto fuel improvement, tough off road performance and eliminate flat tires. Bicycles will be first. Colombia has "world class" cyclists and we hope to bring our ERW bicycle to your hills soon!
EnergyReturnWheel 1 week ago
I hope they would cover up the sides...
run4urmony 2 weeks ago
@run4urmony For sure. We have highly elastic sidewalls and are applying a vacuum boost to improve performance. There is aprox. two pounds compressed air in a pnu.. Who needs that?
EnergyReturnWheel 1 week ago
Where can I buy? I'll test for you if I have to.
02560Shanker 2 weeks ago
Looks like a cool idea. Best of luck re-inventing the wheel, Hope your product catches on. Will you make a winter variant for us snow going folks?
klarik01 2 weeks ago
@klarik01 Thank you and...Yes.
EnergyReturnWheel 2 weeks ago
Seems like a good idea, I would buy them (considering economic factors aka price) but if they are so wonderful why have no big manufacturers considered them and why have none of the Autos in attempt to be green installed them on their vehicles? Are they simply not available to the public yet or are they too pricey to make them viable on the open market?
mortsey 2 weeks ago
@mortsey Much work to overcome a long list of requirements. Remember the 10% efficiency gain Michelin radial tire took form 1948 patent date to 1970 to make the US market. We expect more of the same for auto.
EnergyReturnWheel 2 weeks ago
I must thank you for not attacking me for questioning the outcome of this test. I'm sure it must be difficult taking continuous criticism from the public but, I believe if there is a product that people have become so accustomed to, they usually reject the idea of change. Over time, through testing and development I hope that you achieve a superior product.
riderx48 2 weeks ago
@riderx48 Thank you. After an unusually long barrage the few of us who comment can get a little testy. We have made real progress but the patent timing is very important so we must hold info. back.
EnergyReturnWheel 2 weeks ago
I don't know... this doesn't look right to me... that pneumatic tire slowed down a bit too abruptly for a wheel spinning in neutral and having no brake force applied at all... I don't know, maybe it's just me.
riderx48 3 weeks ago
@riderx48 USDOT chained down 4,800 lb. ML, set the dyno resistance to 6,000 lbs. The pnu. tires were inflated to 35.5 psi. Lab tech. driving their protocol. We asked why such a load was required. This setup was a USDOT decision. The tire did the best it could. Early version ERW just did alot better.
EnergyReturnWheel 3 weeks ago
@EnergyReturnWheel ah ok and how much weight can those ERWs take?
riderx48 3 weeks ago
@riderx48 We have begun prototype development on earthmover tires. Our first performance request .... 150 tons per wheel. So we shall see.
EnergyReturnWheel 3 weeks ago
Works like a flywheel.
MrSchpankme 3 weeks ago
the only problem i see that will sometime happen is that if your brakes (toyota prius) fail your only going to be that much more fucked and has to have a longer runway to come to a stop. to me not worth it.
TheZombieGrinder 3 weeks ago
when i see drifting in this thing, i will belive
carlosgarcia8107 3 weeks ago
this doesnt really have much to do with the wheel but more with the bear i think
gaetan20007 1 month ago
Unsprung weight much?
hypnolobster 1 month ago in playlist More videos from EnergyReturnWheel
Perhaps this is negligible compared to air resistance?
ThomasXp 1 month ago in playlist More videos from EnergyReturnWheel
A Flintstone car has an even longer coast down due to inertia of the heavy cylindrical stone wheels...
edopizza 1 month ago 38
@edopizza Winning.
ThomasXp 1 month ago in playlist More videos from EnergyReturnWheel
@edopizza plus the fact that if an emergency stop was needed you'd have to rely on Fred's two feet dragging along the road farkin...
djshotty1969 1 month ago
@djshotty1969 ERW can "wind up" and accumulate/return brake or throttle responce. We can increase the % of screw force accumulation by increasing the membrane pull travel.
EnergyReturnWheel 4 weeks ago
@edopizza We have new protos made of composite materials and way less rubber that are much lighter than pnu.. Great hoop strength allows the hub to be redesigned eliminating mass.
EnergyReturnWheel 2 weeks ago
@EnergyReturnWheel The question is: How much did the proto shown in the video weigh and how much did the standar tire+rim shown in the video weigh? If the weight is not the same between these two, the results claimed are not valid...
tashows 2 weeks ago
@tashows This was a coast down test. Its as simple as ease of rotation under a very heavy resistance load. We easily won. ERW spins up the dyno more quickly IE if it were a "flywheel" effect this would be impossible.
EnergyReturnWheel 2 weeks ago
@edopizza that makes no sense, because of the weight it would have more friction and basically barely move.
Necronaut 2 weeks ago
@Necronaut If you are saying it looked like ERW was at a weight disadvantage yet we still manage to clearly "out" accelerate and "out" coast a 100+ yr. refined "tire"... we agree. ERW can accumulate screw force and fling the hoop against the rollers in a way that pnu. can not. Check out dyno vid to see hub ride high and foreword within the hoop under throttle and holding pace.
EnergyReturnWheel 2 weeks ago
@EnergyReturnWheel I think you misread my comment, none of that was relevant.
Necronaut 6 days ago
@Necronaut How can we compete with candy sushi! Wait... have we done it again? Seriously what was your comment?
EnergyReturnWheel 5 days ago
@edopizza New composite protos are lighter than pnu. still massive coast down effect.
EnergyReturnWheel 1 week ago
what are the weights of each wheel, and what percentage of that is in the outer area?
Unfortunatley, we dont have all the data to make sense of this test.
AceofSpadesau 1 month ago
@AceofSpadesau Those factors matter little .....A 4,800 lb. ML "chained" down to a 6,000 lb. dyno load. Notice the massive drag effects on the 35.5 psi. pnu.. ERW has near "hard wheel" rolling efficiency with cushion.
EnergyReturnWheel 4 weeks ago
@EnergyReturnWheel I understand that, my point was more about effort required to turn the wheel. its not all about rolling resistance, although i understand that particular factor is highly important
AceofSpadesau 4 weeks ago
@AceofSpadesau Notice ERW easily spool up the dyno. No traction layer on smooth 48" steel rollers. Traction and levering. Check out our dyno video where ERW hub "rides high" and forewords in the hoop under throttle.
EnergyReturnWheel 4 weeks ago
I really like the concept, but have you tested it in snow or ice environments? I'm trying to think of how your solution or how it will feel one you get a build up and the wheels go unbalanced. Especially unbalanced on a icy curved road?.
2479855 1 month ago
I could see how an idea like this would decrease your rolling resistance and increase gas mileage, but it appears that there is a smaller contact patch with the asphalt, which would give you less grip. Is that true?
Kcducttaper1 1 month ago
@Kcducttaper1 This was a major hurdle that was turned into a positive. We are developing/patenting traction layer tech. that will be the envy of the industry. The composite hoop can lever Kevlar bound rubber wedges into corners and splay out under hard braking. More psi., less bounce more contact.
EnergyReturnWheel 1 month ago
@EnergyReturnWheel I am please to see some comparative testing (albeit simple). I have some questions which you may be able to answer (pretty basic): Did you maintain the polar moment of inertia of the wheel assembly? Did you maintain the same tyre-road loading?
I think you would convince more people this is a viable concept if you compared the rundown times of your innovation tp a fully rigid hub with the same rigid tread you use.
I look forward to hearing from you.
uttercodswallop 1 month ago
@uttercodswallop USDOT lab setup. So you admit there is "something" going on. Notice final stages of rolling. All Tests were performed with 6,000 lbs. dyno load/drag.
EnergyReturnWheel 4 weeks ago
I don't get it. What is the purpose and desired result of this test? I see it takes longer for the ERV to come to a stop but, not knowing the rationale for the test, I cannot tell if the test was a success.
darthom 1 month ago
@darthom Coast down test is the most basic of all. Lab tec accelerates to 55 mph. puts transmission in neutral and coasts to a complete stop. USDOT high altitude lab chose a 6,000 lb. resistance on the AWD dyno. This heavy dyno load quickly slows the 35.5 psi. over inflated standard tire to a stop while ERW keeps on going. Imagine this advantage in your everyday driving.
EnergyReturnWheel 1 month ago 7
Oh, here's an advantage, like when you're rolling to a stop and you know how long it takes your car to stop on normal tires but it no longer stops in the same distance because you have these things on and you end up in the middle of an intersection after the light has changed or into the back of the car ahead of you. I hardly call increasing your stopping distance an advantage.
gamewizard 4 weeks ago
@gamewizard Coasting distance is not the same as stopping distance.ERW's may stop in a shorter distance if they don't lock. My concern with ERWs is how they "come out" of a slide. Polyglass tires had the weakness of rolling over and taking forever to respond to threshold braking. These may very well have the same problems.
pcfxer 3 weeks ago
@pcfxer
Sometimes you coast to a stop instead of applying the brakes so coasting can affect stopping distance, especially if you are driving a big rig that depends on engine braking to help the vehicle slow down on steep grades. Did you actually think those guys ride the brakes all the way down a hill? They wouldn't have any brakes left by the time they got to the bottom. If it takes longer for the vehicle to stop because this wheel is counteracting engine braking, accidents could result.
gamewizard 3 weeks ago
@gamewizard If your engine is still engaged you aren't coasting, you're engine braking..."Coasting" as defined by the SAE/EPA is with the engine in neutral.
pcfxer 3 weeks ago
How are you going to mass produce this. It doesn't look cheap, If it is not worth the savings it wont catch on.
Dabagel100 1 month ago
@Dabagel100 We expect an injection molded body with fabric based traction layer. Way away from the tire. We remove the "air" ....about two pounds of compressed air are in each tire now. We have been running aprox. 18" Hg. "inches of mercury" vacuum pressure. ERW rolls without vacuum.... it just increases "tune".
EnergyReturnWheel 1 month ago
@EnergyReturnWheel Your wheel is a brilliant concept. But you are really trying to reinvent the wheel. There is no need for this necessity . Also, the coasting test is a bad comparison because the average person is usually in stop and go traffic. And, the ERW is not a very elegant wheel. People will much rather have a shorter stopping distance and a cool tire and rims. If you can make it appeal to the public in style, you might be able to sell some ERWs.
Dabagel100 1 month ago
@Dabagel100 Our video shows ERW advantage in acceleration and coasting VS a 35.5 overinflated pnu. ...just like stop and go traffic. The 6,000 lb. dyno resistance load was 1,200 lb. more than ML 55 4,800 lb.wt. Carpool numbers.
EnergyReturnWheel 1 month ago
This has been flagged as spam show
you really think this will go in public? pff... this shit is worth 1,3millions for 4x tires on black market... you know why? cuz they ar bullet proof
Bastercina 1 month ago
not for use in snowy northern hemisphere tho? what happens if ice builds up in the gap there?
n1zm0 2 months ago
@n1zm0 We have developed a highly elastic sidewall. Elastic sidewall can accumulate screw force and lateral displacement and then return these forces to the rolling action.
EnergyReturnWheel 1 month ago
Not to mention the length of time it would take to service it, 5 minutes for a regular wheel vs the hour or so per wheel that would take. Almost looks faster to replace the whole tier and rim, but that leads to more money. Fail idea is fail.. Sorry kids.
mynameisray 2 months ago
@mynameisray We have been developing a vacuum install for mounting and removal. Ambient air pressure is allowed in to secure to the rim. Using a composite outer hoop allows for so many new ways to mount, tune and develope new prototypes.
EnergyReturnWheel 2 months ago
This looks like it would last half as long, cost twice as much and lord knows how much to service. And the nice thing about a regular wheel is just about anyone can service it. This looks like you need someone in a lab coat to service not to mention if it's serviced wrong, which I am sure MANY will be, it would be a disaster waiting to happen. It's one thing to loose a bit of rubber but to have that come apart and start whipping around would be nothing but bad news. Time for a rethink maybe?
mynameisray 2 months ago
@mynameisray Early prototypes patent # 1 +2 were performing well enough to encourage continued development. Since this video we have filed 3 additional "utility" not design patents with dozens of new claims. IE we have been reengineering like crazy. Much progress to report.
EnergyReturnWheel 2 months ago
I think what you are doing and have achieved is fantastic, BUT, for your own good, remake your videos, and get someone with a good talking voice to do a voice over, explaining in easy english, what you are demonstrating and why its better than a normal tyre. At the moment, the videos are not easy on the brain of a typical motorist. Anyway, keep going and congrats on your inspiration.
Hensen1954 2 months ago
@Hensen1954 It is obvious that we have spent little on video production in favor of patent work and prototype development. The environment has dramatically changed for the independent inventor. This requires working within your means and allowing more time for acceptance IE we have become accustomed to so much "puffery" from advertisers, ok out right lying about a new product that can quickly dissapoint. We will continue on course to prove over time that a "new wheel" can make a big difference.
EnergyReturnWheel 2 months ago
But will it blend? :)
What is the difference in percentage of fuel efficiency between ERW and regular tire? How much longer can the car go with ERW compared to regular tire on a same car?
RapTilian2911 2 months ago
@RapTilian2911 With so many combining effects it can be 50% massive. The heavier the vehicle the more the advantage. There is a sweet spot between % of developed tension in the drawn membranes for cushion VS. the rolling resistance IE greater % of tension. This "effect" is "Highly" tuneable depending on your preference / application.
EnergyReturnWheel 2 months ago
what they do, is look at what you made, use their money to make one like it, and use their money to patent a slightly different one, calling it original, then take all the money that should have went to you. I had the liberty of finding this out after designing a production and packaging system that was rejected by my company, then installed under a new patent. without the large financial backing to fight it, I was helpless. Good luck in your venture sir.
DJMC5ive 2 months ago
@DJMC5ive It is a cruel world no doubt. I still believe that You should never quit inventing. Use your inventing skills! There are too few inventors. Monetary rewards are great but the realization that You have made a difference is "some" consolation. If you continue to invent getting credit for a job well done will eventually come.
EnergyReturnWheel 2 months ago
Simply overinflate a normal tire / wheel assembly and achieve the SAME result! Junk science! ...or let's compare a steel train wheel for rolling resistance. Virtually half or less than a pneumatic tire.
Schizy01 2 months ago
@Schizy01 Over inflated tires loose all cushion ability and are very unsafe. Steel wheels on rails are 700% more efficient than pnu!!! ERW accumulates screw force IE winds up from throttle responce increasing drive train efficiency again unlike pnu.
EnergyReturnWheel 2 months ago
Do it on a car and we can talk. I dont think this test proves anything.
Snooch1984 2 months ago
@Snooch1984 Gee only a 50% better coast down than 35.5 psi. over inflated tire. The U.S.D.O.T 48 " steel drums accumulate heat to increase pnu. air pressure to artificially improve pnu test mileage. Dyno was set to 6,000 lb. resistance that is why pnu is dragged to a crawl so soon. Notice ERW final stages of roll. Notice / compair acceleration under 6,000lb. load. Notice hub floating high and forewords within the hoop at highway speeds. Levering force my friend.
EnergyReturnWheel 2 months ago
I see the ERW tire getting less traction because it doesnt deform and go a bit flat on the bottom
welderboy14 2 months ago
@welderboy14 The highly curved composite hoop with lateral/medial Kevlar bound nano rubber wedges off the curve morph to the surface with higher psi. and in a mannor that pnu tread block can never accomplish. Pnu looses all cushion properties when tread block is supported by the level of air pressure required to match ERW. We can not over state the fact that 100 yr. pnu is no match for a true new age ERW machine.
EnergyReturnWheel 2 months ago
of course it going to roll longer. it has more energy since it weighs more. but it takes more energy to get to speed. also, tire pressure plays a huge role in how long the tire will keep coasting. but psi is kept low for a smooth ride.
dragsteralf 3 months ago
@dragsteralf Notice how much quicker ERW attains 55 mph. than the 35.5 psi inflated pnu.The additional wt. of early protos would be no advantage when the 4,800 lb. Merc. has a 6,000lb. dyno resistance load. Find another dyno video with so much resistance accelerating from a dead stop. The U.S.D.O.T. was trying to make an example of us by saddling ERW with such heavy resistance... this 6K. resistance is why pnu. was dragged to a stop so quickly.
EnergyReturnWheel 3 months ago
I'm an autoCAD student and I love drawing the stuff I see on here, helps me learn.
SaintBelmont 3 months ago
@SaintBelmont Check out our web site for newer versions. We feel that we have a new machine, something not seen before. Many critics are upset to witness ERW development but we are dedicated to bringing fresh ideas into an old market. We hope you can enjoy from an artists viewpoint.
EnergyReturnWheel 3 months ago
What about treadwear? The size of the contact patch is immensely smaller than the radial... radial tires wear better than ones of yore due to the way the contact patch (con)forms as it hits the ground, having almost uniform pressure across most of the patch. Your wheel/tire looks like it has extremely high pressures in a small area, and has very little local deformation or flattening of the patch. I realize bending rubber takes energy, but if your tires wear out in 10k mi, forget it.
matthewtmr 3 months ago
@matthewtmr We developed a curved composite hoop with "outrigger" kevlar belted rubber wedges to increase "footprint" not "tread block". We roll to the ground PNU slaps a flat block to the ground. the "slap" micro action reduces traction as the treadblock squirms into position. IE less stable at speed. Unlike pnu or any other "airless"ERW improves with speed because it "rolls" along.
EnergyReturnWheel 3 months ago
@EnergyReturnWheel mmm... well you say traction is BETTER... I say money where your mouth is! Send some our way, we can autocross them for you. We have a full cage, restraints and helmets, so it shouldn't get us killed ; )
matthewtmr 3 months ago
@EnergyReturnWheel
One of the big problems with smooth friction surfaces is interference from intermediaries.. in a tire's case, water. The tread blocks typically help channel water away from the friction surface. As in the case of drag slicks, amazing dry pavement traction is a trade off for dangerously low wet traction.
How effective are the ERW's at preventing hydroplaning?
Hardwyre 3 months ago
@Hardwyre ERW curved winged hoop allows for "any" tread pattern to be used. A major change is the ability of the hoop to apply much greater "constant" dynamic force "psi." to the ground. "Roll" the water out of the way or "slap" the water out of the way... which will provide a more consistant hook up?
EnergyReturnWheel 3 months ago
any1 carefully watch 0:00 to 0:06 can spot what's dodgy.... you really got balls still claiming it is valid.
Scientist9221 3 months ago
@Scientist9221 Talk about dodgy... check out our DOT highway test "dyno day" video and see multiple" brake lights" come on while the lab driver must slow the ML to keep to the coastdown portion protocall. There are no brakes applied on highway tests! Also the acceleration of ERW is "power down" against a 6,000 dyno load on the 4,800 lb. ML. VS. lagging 35.5 psi. pnu.
EnergyReturnWheel 3 months ago
doesn't look stream-lined, hé. So, what you gain, you will lose because of the wind or air resistance. i think?
periesicsd 4 months ago
@periesicsd Please see below we would have sidewalls and wind pushing on the front of the tread surface will actually create a low pressure and pull the inner wheel and thus car forward. It's reverse of what you think.
EnergyReturnWheel 3 months ago
pretty nice..but..i'd like to see it in action on the brakes to prevent a accident...that's what i'd like to see..i mean sure it can save money and all but can it save someones life..?
monkeyx3000 4 months ago
@monkeyx3000 Braking traction will actually increase thus reducing stopping distance dependent upon the compounds used on each tread. Much like tires today, ERW can be customized for the conditions it will be used under. Commercial, 4x4, Military, Bicycle, passenger, Road, Track, or Motorcycle. to name a few.
EnergyReturnWheel 3 months ago
I've watched a few of your videos on the ERW, and I can't say that I am fully sold on the superiority of this wheel to currently prevalent technology. However, I will say that I hold most of the people that are commenting on your videos in utter contempt. I see amply proof here that for every one dreamer with an idea, there are thousands who will shout him down. Those nay-sayers are incapable of creative thought or innovation. They seek to elevate themselves by crushing innovators. How sad.
MisterAsshole2U 5 months ago
@MisterAsshole2U Haters are going to hate. Thanks Mister.
EnergyReturnWheel 3 months ago
Who cares about fuel economy when this tire so unsafe to drive. It will never have the grip of the pneumatic tires.
Merto6 5 months ago
@Merto6 Safety will always be ERW's TOP priority.
EnergyReturnWheel 3 months ago
@EnergyReturnWheel whatever I wanna see a video with a car skidding or drifting with those tires. I bet they will disintegrate at high speeds.
Merto6 3 months ago
@Merto6 Maneuverability testing is how we moved to more and more highly curved hoops. It brought the vulnerable edges up out of the way and allowed us to use 2 wedges of kevlar bound rubber off the curve to be levered into a corner radically increasing grip. IE when ERW displaces laterally it forces the wedge to the surface. It is very difficult to loose traction on dry surfaces. It is PNU with its non rolling "tread block" "slap" action that has a tendancy to disintegrate at speed.
EnergyReturnWheel 3 months ago
um, and the wheel goes round and round... but does it go sideways? Driving made easy at wwwDOTsidedriverDOTcom. Very cool invention for ANYTHING with wheels. Video posted on my channel too.
SidedriverDotCom 5 months ago
@SidedriverDotCom Nice. Airless innovation is a big key to the future of our current transportation structure. And parking made easy is very cool... we like to drive forwards! Keep us updated to your progress.
EnergyReturnWheel 3 months ago
So now instead of pressure, we'll have to check that each bolt is crewed on properly... And what if a bolt isn't screwed on properly and is ejected out of the wheel onto another windscreen...
Wenutz 5 months ago
@Wenutz proper maintenance and inspection is important to any tire. We intend on actually reducing the amount of it you would do.
EnergyReturnWheel 3 months ago
The ERW has more rotating mass, it may be a few ounces but it has more rotating mass the Pneumatic tire. More mass means it will roll longer or take longer to slow down to a stop. You want to save the earth? WALK!
johnnnyreb51 5 months ago
@johnnnyreb51 not true. the PNU is larger in diameter and by your assessment would have a much larger rotational mass and therefore had the advantage in this test.
EnergyReturnWheel 5 months ago
@EnergyReturnWheel
diameter and mass do not relate here with two different structures. How much does the pnu weigh and how much does the ERW weigh.
ptman1945 5 months ago
@ptman1945 also dont frget the air pressure, that ERW looks rather stiff.
bro589 5 months ago
@ptman1945 The Mass of the larger diameter steal belted tire and the first generation ERW were very similar in weight but I do not have the exact difference. I know the second generation prototypes currently weigh less than the same diameter Z rated tire.
EnergyReturnWheel 3 months ago
@EnergyReturnWheel yes the pneumatic tire had the larger diameter, however this advantage can be nullified if the ERW is significantly heavier than the pneumatic. a heavier wheel will also take more force to accelerate, ie, more fuel, so while a heavy wheel may be better on the highway because it is less prone to slowing down, it may decrease city mileage due to the frequency of having to stop/accelerate.
wizard0ne0 4 months ago
@wizard0ne0 ERW easily out accellerates the 35.5 psi. pnumatic tire during the U.S. D.O.T. coast down test. This early heavier ERW prototype still accumulates energy between the hoop and wheel. Wheel rotation begins to "wind up" ERW like a rubber band powered airplane. More force is avail. for braking or accelleration thereby increasing "Green".
EnergyReturnWheel 4 months ago
@johnnnyreb51: You mean the ERW has a larger axial mass moment of inertia, I guess. A larger mass alone doesn’t help, it’s the concentration of mass as far away as possible from the rotational axis that matters.
albedoshader 3 months ago
@albedoshader We have since this test greatly reduced ERW weight, IE. Kevlar/ carbon fiber "sandwich" hoop many less components. If the wheels were rolling by themselves IE not supporting the SUV ... additional "far out" mass could be an advantage, but remember there is 6,000 lbs. drag force applied by the AWD dyno on a 4,800 lb. Merc. so not much effect on coast down results.
EnergyReturnWheel 3 months ago
Zero-pressure tires are a neat idea, and I hope they're pursued, but I think the test in this video is misleading. The ERW has a heavy steel rim just behind the tread, and steel hardware mounting that rim to the metal wheel. That means the ERW has a higher mass moment of inertia about its axis of rotation. That means that an ERW of the same total mass as a normal tire spinning at the same angular velocity as that wheel/tire will require more input energy to bring it to that speed and back down.
billymanbelbrot 6 months ago
@billymanbelbrot
Additional to the ERW's high mass moment of inertia, it also has a smaller diameter. Torque=force*lever arm length. In this case lever arm length is the tire's outer radius. That means that in the coast-down test, a smaller torque is applied to the ERW than is applied to the conventional tire to slow it down. So, the ERW has more kinetic energy than the conventional wheel, and is slowed by a smaller force. And I'm not sure the ERW returns more energy than does a flexing tire.
billymanbelbrot 6 months ago
@billymanbelbrot Rolling resistance is a complicated issue that tires have combated since beginning. They have learned a lot about it in the last 5 years that they never knew. Our technology is taking full advantage of the ability to reduce rolling resistance while keeping Ride quality and traction.
EnergyReturnWheel 3 months ago
@billymanbelbrot - For those of us with less complex computing functions, I think what he's trying to say is that a greater portion of the tire/wheel weight is concentrated toward the perimeter.
Peopleunit 6 months ago
@billymanbelbrot amazingly the Tire you see here wheighs only 9 lbs. more than the PNU tire setup tested.
EnergyReturnWheel 6 months ago
the two tires clearly didn't start spinning at the same time, it can be seen at around 0:05....you are treating people like idiots...con
Scientist9221 7 months ago
@Scientist9221 This is not a test of how long it takes to gain speed to 55mph. It is a test of how long it takes to coast down from 55mph. The time that the tires start spinning does not matter whatsoever. A tire could be spinning at 55mph for an hour or a few seconds and it will still coast down in the same amount of time.
Pwnd
BassoProfundo87 6 months ago
@BassoProfundo87 lol, the power is cut off at the same time, but the one on the left didnt accelerate as fast as the one on the right during the process, moron. not to mention the conditions of both tires are unclear(inflation pressure, tire load etc.)! the phony tire company should make you a VIP!
Scientist9221 6 months ago
@Scientist9221 Acceleration is not a factor if you hold the throttle steady for a moment before you cut power. That is how a standard coast down test is conducted. Your other points are much more valid than this acceleration thing you're stuck on. Even so, I would guess that the inflation would be standard and load would be the same, though I could be wrong. Claiming that he is being a "con" is quite presumptuous, given that you do not know the status of what you think could be the case.
BassoProfundo87 6 months ago
@BassoProfundo87 this video is clearly trying to tell you that : we start running both tires and cut off the power at the same time but the new one last longer, look at the clock at the bottom and the clock appeared during coasting. that's the message this video is trying to deliver. but I spotted the flaw, so I call it a scam...what's wrong?
Scientist9221 6 months ago
@Scientist9221 What's wrong is that what you are pointing out has no bearing on the results of the test. This is scientific fact. Whether or not the video is trying to say that they accelerate at the same time or rate is inconsequential to the test. IF the maker of this video thinks that they are scamming people in this way, they would be incorrect in that assumption. However, I would guess that they are well enough informed on the basic elements of physics.
BassoProfundo87 6 months ago
@BassoProfundo87 what scientific fact? what authority carried out the test? what are the test conditions? none of those are presented and you call it scientific fact? I call it scam!
Scientist9221 6 months ago
@Scientist9221m TEST CARRIED OUT BY: "USDOT High Altitude Testing lab. "35.5 psi. tire pressure" on PNU tire with... 6,000 lb. dyno load.. on a 4,800 lb. Mercedes AMG AWD. This is a certified Testing lab used by almost every car and tire manufacturer.
EnergyReturnWheel 6 months ago
@Scientist9221 sorry but the time starts only when they both reach 55mph... then they coast down... is it that hard to understand?
Tj1056 5 months ago
@Tj1056 I suggest you disable the green bar at the beginning of the video and watch again. Pay attention to the spinning rate of both tires. Mind you the clock starts to tic for both tyres when they are at 0 mph.
Scientist9221 5 months ago
@Scientist9221 you no when the big words that say STOP POWER COAST DOWN... then when that pops up that means both tires have reached 55mph and they are coasting... see how there are 2 more timers that pop up after that?... its common sense figure it out
Tj1056 5 months ago
@Tj1056 your intelligence simply doesn't deserve my time.
Scientist9221 5 months ago
@Scientist9221 I don't know how you don't understand the test is about cost down time you nut sucking r tard
Tj1056 5 months ago
@BassoProfundo87 The Scientist is Correct. This test only shows the coast down... and once both wheels attain speed they are released on the same car under the sam conditions on the same dyno and day. This is a test that is performed all over the world by USDOT high altitude testing lab. 35.5 psi. tire pressure... 6,000 lb. dyno load.. 4,800 lb. Mercedes
EnergyReturnWheel 6 months ago
@EnergyReturnWheel You mean to say that I was correct. Scientist9221 is the only one contesting this information.
BassoProfundo87 6 months ago
@BassoProfundo87 Yes Basso you. Scientist is INCORRECT the coast-downs match THank you!.
EnergyReturnWheel 3 months ago
This "reinvented wheel" appear to be applicable for ideal road conditions only - where the road surface is as smooth as a baby's butt. How does it perform when travelling over an 'average' road with bumps and holes? I doubt that <1" rubber strip is going to give too much ride comfort. What about tyre slip angles? What about metal fatigue of the steel rim and the bolts holding the rim? Would this "ERW" be as forgiving as a conventional tyre in the case of a failure?
operationcwaI789789 8 months ago
@operationcwaI789789 This prototype is based on a standard road conditions tires. We have many designs and patents that allow for All terrain and even military application ideas with TRUE run-flat designs for safety and longevity.
EnergyReturnWheel 6 months ago
well it does adapt a bit but not as much as standard pneumatic tire think of this tire as a solid rubber held to the wheel by springs it will last longer and never be able to go flat the con a slightly noisier and bumpier ride. Pros being better traction, stiffer handling like that of really expensive tires, and no air to go flat. They can still fail imagine that rubber band of tread breaking at 75 mph leaving a smooth plastic or composite material to the road.
Lunas2525 9 months ago
@Lunas2525 We have experienced total failure of the outer hoop on only one occasion... and the vehicle drove and handled surprisingly well for many miles of use. The circular nature of the wheels design holds even a broken Outer hoop to the wheel and allows for safe Stopping.
EnergyReturnWheel 6 months ago
this will give more power, save more gas, be a better tire further down the road. i like it.. kinda like a few for my car. (:
Tunerboy1990 10 months ago
FIRST... Who drives on a cylinder? The footprint is being messed up. SECOND... Tread pattern and stickiness/grip is going to cause resistance. THIRD... I've never seen the ERW on a course. I've only seen it go 3mph making a turn and go straight @ 55mph but the vehicle was stationary. Fourth... The ERW is unneeded weight and is a eyesore/ugly
InterspeciesErotica7 10 months ago
@InterspeciesErotica7 these Early prototypes had cylindrical shape on the out hoop for Construction reasons. The new ones on other videos show the difference in designs that address your concerns. IT also weighs no more than a regular tire at this point.
EnergyReturnWheel 6 months ago
haha new way of fucking up peoples tires = bolt cutters.
AlloutStigGT5 10 months ago
@AlloutStigGT5 Creative.
EnergyReturnWheel 6 months ago
I think the main thing that matters here is this.
1. Does it puncture= Nope
2. Is it cheaper to take off a thin rubber tyre tread rather than whole tyre= Probably.
3. Can some arsehole deflate it by stabbing it= NO
4. Does it run smother and use less energy= YES.
5. Does rolling resistance matter much when it comes to breaking= NO...
.....As almost all a cars breaking is done with a combination of engine braking and car brakes....NOT the rolling resistance of tyres.
Will buy it definately
eisenhorn1000 11 months ago
@eisenhorn1000 Rolling resistance greatly important to the braking process. Because that lower rolling resistance is a result of two possible things, less contact patch on the road, or less "sticky" tires. And both of those aspects will increase braking distance. A smaller contact patch means you will surpass your traction limit faster while under braking and start sliding sooner, and the harder, less grippy tires will increase braking distances for the same reason.
bigbobkropp 7 months ago
@bigbobkropp The contact patch is smaller on this wheel only because a tread layer is not applied to this prototype. Under normal construction this wheel would have a contact patch much like a regular tire. and also becomes a torque converter between the Wheels rotation and the cars motion.. when you stop it will be MORE grippy... and when you go... and around corners because you will have a Tread based Shock absorption.
EnergyReturnWheel 6 months ago
@eisenhorn1000 Rolling resistance (the friction between tire and road AND the weight of the wheel/tire) matters a great deal to braking performance. One of the detriments of "Plus" sizing (upgrading a stock wheel/tire combo to one with a taller/wider wheel, wider tire with less sidewall - maintaining the same overall circumference) is increased braking distance (and fuel economy usually decreases, also).
FatFred2U 5 months ago
You guys took 10%of the air out. And the Regular rim looks damaged
EndofDays213 11 months ago
@EndofDays213 USDOT high altitude testing lab. 35.5 psi. tire pressure... 6,000 lb. dyno load.. 4,800 lb. Mercedes
EnergyReturnWheel 6 months ago
For an entrepreneur/inventor, this guy sure is a bigot.
L4DWonton 1 year ago
well, as long as the grant $ is coming in keep milking it..
zrili 1 year ago
@zrili We have used zero grant money on this advancement in wheel technology. We aim to license our patents so the world can be instantly bolt on greener. There is a need for this design.
EnergyReturnWheel 6 months ago
@EnergyReturnWheel for every bolt in this wheel why not use a small electric impact generator? the use on elec cars would be double that way the energy from braking using the enertia, and while going forward from the impact generators? the impact generators i was thinking of was the ones they were going to install in soldiers boots as a power source
fixt100 4 months ago
you sacrifice energy for traction, its almost a 1:1 ratio. why not put more focus on the rubber compound, instead of fancy looking rims. Overly complicated also if you ask me. Also your idea is basically spokes, which has already been invented.
ricktbdgc 1 year ago
profile tires resulting in a stiffer ride. In other words the smaller the tire the stiffer the ride. Now imagine this stuff on a car on the road.
maalmen214 1 year ago
Let me tell you why this shit will never work in real world applications. First it heavily neglects the idiocy of drivers that as sure as god makes little green apples will hit a curb and destroy these things. Second pneumatic tires offer a form of cushion to road imperfections this minimizing the the vibrations and rattle when we hit a bump. This is evident when someone adds aftermarket performance wheels with a larger radius than factory specification, the result is having to use lower
maalmen214 1 year ago 9