велосипед с приводом генератор-электромотор

потери пока до 50 процентов против 5 у цепи, хотя часть можно вернуть рекурперацией

но можно делать забавные штуки, вроде разгрузки больной ноги или повышенной складываемости

Развитие техники в каменном веке Семенов

Следующим шагом можно считать волокушу из одного шеста, скользящего задним концом но земле, йотом из двух шестов, передние концы которых скреплены, а к средней их части привязан груз. V индейцев Северной Америки волокуши передвигали люди или собаки. В горных округах Европы,, на узких и петляющих тропах волокуши применялись еще в прошлом веке.

Эксперимент по испытанию волокуши, поставленный 14 нюня 1960 г. в Карельской опытной археологической экспедиции, показал, что груз (камень) весом в 225 кг (14 пудов), который два человека едва могли приподнять, был одним человеком на двух шестах перемещен на расстояние 45 м за одну минуту. Опыт транспортировки при помощи волокуши производился на сухом лугу. Скольжение шестов по сухой траве облегчало работу, по было менее аффективно, чем но мокрой траве. Усилие при подъеме и тяге равнялось 150 кг.

Волокуша состояла из двух шестов длиной 4 м и толщиной около 4—6 см, связанных двумя поперечинами посередине. Третья поперечина была привязана к передним концам шестов и служила для приложения тяговой силы человека.

Широкое распространение этой древнейшей формы бесколесного транспорта в северных странах объясняется наличием здесь травянистого покрова летом и снежного зимой. При скольжении но траве, снегу, льду создаются условия для жидкостного или полужидкостного трения между скользящими поверхностями. А это обстоятельство значительно облегчает перемещение тяжестей в сравнении с сухим трением, которое лежало в основе древнего бесколесного транспорта южных стран с песчанисто-каменистым покровом.

ююю

Все формы бесколесного транспорта (волокуши, салазки, сани, лыжи и др.) построены на принципе скольжения между двумя соприкасающимися поверхностями. Для перемещения груза в 30—40 кг на деревянных салазках но утоптанному снегу при 10° мороза, как показывает опыт, необходимо тяговое усилие в 3—5 кг. Следовательно, облегчение, создаваемое санями при транспортировке тяжестей, здесь равно 1:10. При других условиях облегчение может несколько измениться в ту или другую сторону.

https://vk.com/@engbiology-pravda-li-chto-kenguru-ne-ustaut
https://vk.com/@engbiology-skolko-peredach-u-loshadi

На скорости 6-7 м/с кенгуру вдвое эффективней типичного четвероногово

// At higher speeds, kangaroo hopping ranks among the most energy efficient means of land travel in the animal kingdom

https://austhrutime.com/kangaroos_hopping.htm
https://animals.howstuffworks.com/mammals/kangaroo-hopping1.htm
https://www.nature.com/articles/246313a0
10.1016/S0305-0491(98)00022-4
// The cost of transport (J kg1m1) decreases at faster hopping speeds, yet red kangaroos prefer to userelatively slow speeds that avoid high levels of tendon stress.
10.1152/ajpregu.1977.233.5.R243

10.1113/jphysiol.1977.sp011866
// According to these authors the work done per unit distance at 4.4 km/hr is 0.174 kcal/(kg.km) (average for two 19 yr old girls).
// in the present study(0.185kcal/(kg.km),
// running at top speed(0.814 kcal/(kg.km) at 33 km/hr)
// Anapparent efficiency has been measured during running, walking and bicycling against a horizontal impeding force: the values obtained are 0-39-0-54 in running(Lloyd&Zacks,1972;Zacks,1973;Asmussen&Bonde-Petersen,1974), 0-32 in walking(Asmussen&Bonde-Petersen,1974) and 0-25-0-26 in cycling

0.1007/s00360-003-0364-6
40 W/gk on 6-7 m/s

Человек тратит больше энергии на км пути чем четвероногое сравнимой массы. Плюс более крупные четвероногие имеют преимущество благодаря размеру. Как же человек загоняет добычу(endurance hunting)?

humans still typically lock their breathing rate with their strides, it’s just that animals nearly always lock them 1:1, while humans are able to switch to other ratios, like 1:3, 2:3, 1:4 etc. and this is thought to allow us to maintain efficiency at varying speeds.
…
Henrich also doesn’t mention that humans are at the outset metabolically disadvantaged for running in that we spend twice as much energy (!) per unit mass to run the same distance as quadrupeds. That we are still able to run down prey by endurance running is called the “energetic paradox” by Carrier. Liebenberg (2006) provides a vivid description of what endurance hunting looks like, in Kalahari.
…
Some people reasonably bring up that no language can be older than any other, for the same reason it doesn’t make sense to call any (currently existing) evolved animal language older than any other – every animal lineage from 100 million BC has experienced 100 million years of evolution.
…
Many four-legged animals are saddled with a design disadvantage. Game animals thermoregulate by panting, like a dog. If they need to release more heat, they pant faster. This works fine unless they are running. When they run, the impact of their forelimbs compresses their chest cavities in a manner that makes breathing during compressions inefficient.
…
Consequently, a running quadruped must pick a speed that (1) demands only one breath per cycle, but (2) supplies enough oxygen for his muscle-speed demands (lest fatigue set in), and (3) delivers enough panting to prevent a meltdown (heat stroke), which depends on factors unrelated to speed such as the temperature and breeze.

Прочитал BICYCLE DESIGN: An Illustrated History by TONY HADLAND AND HANS-ERHARD LESSING

иллюстрации
https://dl.dropboxusercontent.com/s/0tqibo51jw7m1uu/draisine1.png
https://dl.dropboxusercontent.com/s/0ugntar9j6ioulj/draisine2.png
https://dl.dropboxusercontent.coms/929zhkuzwhjdf7p/draisine3.png
https://dl.dropboxusercontent.com/s/se5jg56wmsjajy2/second_generation_Johnson_velocipede.png
https://dl.dropboxusercontent.com/s/28kvtt141jtskxl/typology_tricycles_1896.png
https://dl.dropboxusercontent.com/s/hqlripmllv9i9i8/mounting_high_wheeler.png

рекорды дрезин
// By June of 1817, Drais had been living in the city of Mannheim for six years. His first spin on the two-wheeled Laufmaschine was taken on the best road in the Grand Duchy: the road that went toward the Elector’s summer residence at Schwetzingen. Halfway to Schwetzingen, Drais turned around and rode back home. He traveled 8 miles in slightly less than an hour.
// In 1829, in a semi-clandestine race of 26 draisines in Munich, the winner averaged 14 miles per hour for 30 minutes.
// In March of 1818, Drais’s servant and some other men rode a small fleet of draisines from Mannheim via Strasbourg to Paris, a distance of about 300 miles.
// Racing such machines became a minor craze in 1819. In March of that year, two rid- ers in Essex competed to see which could ride farther in an hour, the winner achieving nearly 8 miles. A month later, on a bet, a rider in Kent covered 6 miles in just over 51 minutes. Later that year, in Cornwall, a rider managed 26 miles in less than 4 hours, averaging more than 7 miles per hour (Street 2000, 77). In three-mile races in the Ipswich area, average speeds were said to approach 12 miles per hour. In 1819, there was a 50-mile race around the outskirts of London; there was also a race in the Nottingham area, in which a donkey rider defeated a man on a hobby-horse (Street 2000, 77–82).
// The only documented draisine race in Germany—run secretly to evade the authorities— took place in 1829 and ran from the outskirts of Munich to the Nymphenburg Palace. // The winner rode 11 kilometers in 30 minutes (Münchner Tagsblatt, April 23, 1829).

возможная причина увлечения 4х колесными системами до Драйза
// In 1797 the Royal Danish Society of Sciences published (in Latin) a chal- lenge to show, on mechanical principles, why a four-wheeled wagon should be preferable to a two-wheeled cart. First prize was won by Nicolaus Fuss, a professor of mathematics in St. Petersburg. He published his work as Versuch einer Theorie des Widerstandes zwey- und vierrädriger Fuhrwerke (Essay of a Theory on the Resistance of Two- and Four-Wheeled Carriages) (Fuss 1798). According to Fuss, a four-wheeled wagon should have less resistance to sur- mount under all conditions than a two-wheeled cart. His model, according to which rolling resistance depended linearly on how deep a wheel sinks into the surface of the soil, was theoretical and had not been tested in practice.

цена лошади и дрезины
// In a lecture at the Royal Military Academy of Woolwich, the mathematician Thomas Stephens Davies estimated the cost of a horse over its entire lifespan at £1,700 (Davies 1837). For that sum, one could buy a house in London. Less affluent people used donkeys, goats, or dogs to pull carts.
// A riding horse costs perhaps forty pounds, and afterwards at bad 30 or 40 pounds a year to keep, and with the expense of a stable, and a man to look after him, often much more than twice that sum. If he lives to thirty years, this expense added to his first cost amounts to more than £1700 that a horse costs from first to last.
// Because their prices (£8–£10) put them beyond the reach of the working class, velocipedes soon became status symbols among young noblemen.
// In 1869 the prices of tricycles offered by Michaux & Cie. started at 350 francs; the prices of two-wheeled velocipedes started at 270 francs.
// Repairing a wheel that had been loosened on a hot and dry day entailed disassembling the wheel, replacing the worn parts, and applying the hot iron hoop again. There was no way to readjust the parts without disassembly. Operators of the French express coaches called “vélocifères” regarded the wheels as consumable. After 3,000 miles or 42 hours they were exchanged for new ones, the old ones being used up on lighter carriages for local transportation (Ginzrot 1830, volume iv, 55).

вес
// An example of such a machine kept at the Compiègne museum weighs 481⁄2 pounds, only 31⁄2 pounds more than a standard draisine. The second-generation models weighed at least 64 pounds, and those of competitors weighed as much as 88 pounds.
// The old velocipede weighed in many instances about forty lbs, some of a large size as much as fifty lbs, and others between forty and thirty lbs, but perhaps the average was about forty lbs.
ten pounds may have been acting in the wheels to continue the motion

Интересно что характерное крепление руля дрезины было довольно эффективно
// French craftsmen modified the design of the draisine — It was turned by a steering bar called a Leitstange.
// The wheels now turned within a solid iron fork and rear stays of similar construction; that alteration resulted in a more elegant look, but presumably also in more weight; Drais criticized it (1820).

Видео изготовления фанеры https://youtu.be/eF5LVBW1vl8?t=108