Sounds like you need a deactivate switch on the dash so you can activate the system during highway driving. If you use a changeover switch you could include a resistor to fool the ECU that the solenoid is still connected.
My crystal ball shows layoffs in many industries across the US in 2025. Mostly in Government but also in any industry related to renewable energy. Don't worry though, there will be millions of unskilled jobs becoming vacant in the hospitality sector.
Yep. Crank-slider mechanisms have been explored to death over millennia. There is nothing new here and the proposed application has zero advantage over what exists.
To suggest that there will be an efficiency advantage is ridiculous.
No one has explained what advantage there might be in spinning the crankshaft faster. Sure a normal engine is able to execute twice as many thermodynamic cycles when you double the speed but not in this case. Since 6,000 rpm is already far too fast for propelling an automobile (reduction gearing...
I have designed a beam element to use as a flexure. Needs to be stainless steel for several reasons. Dimensions are 255 x 12 x 8 mm (approx 10" x 1/2" x 5/16"). They will be profile cut from 8mm plate. These are spring elements and need to operate beyond the elastic limit of the as-delivered...
After further thought:
An engine damper is probably not a fix - probably only small displacements there.
Excitation is most likely hysteresis in engine torque. MAP (and therefore torque) lags rpm changes due to plenum volume. Throttles at the port would probably not experience the problem.
There...
Is the powertrain configuration really so unique that someone here might guess what make/model we are talking about?
Shuffle huh? Intuitively there must be an excitation - something that adds energy to the system like the tiny impulses delivered from a clock spring to the escapement. If it was...
Your post doesn't explain your aversion to synthetics. You can buy synthetic oil in any of the three weights you mention.
Is there a reason that synthetic will "ruin" an engine other than selecting the wrong viscosity?
je suis charlie
Heavier weight synthetics are available and will not ruin the engine. Quite the opposite.
(Although compatability can be an issue with old seal materials. Another issue is with badly worn and carbonised engines where synthetic solvency can cause issues.)
je suis charlie
The problem as stated is a very simple one.
[ol 1]
The torque at the braking end is known.
There is no mention of friction or stick-slip effects.
The disc has a high MOI so the shaft MOI can be neglected.
[/ol]
I repeat - if the torque is known, the motion of the disc is easy to compute.
je...
If you ignore the inertia of the shaft, torque is the same at both ends of the shaft and disc acceleration is always going to be Torque/Inertia.
(It only becomes complex if you need to compute the motion of the disc in response to an angular displacement function at the drive end.)
je suis charlie
I don't disagree with the earlier knurling suggestion.
If done correctly the loss of surface area could be minimised.
Circumferential grooving would minimise oil-loss.
The grooves would provide reservoirs for oil.
A few grooves spaced at slightly less than the valve lift would ensure the entire...
The "flow control valve" you mention will need to be a proportioning valve. It will limit pressure not flow. And yes it will work.
Link
je suis charlie
The lower calorific value would have more effect at lower LOADS (4% loss in IMEP => >4% loss in BMEP).
If it is definitely a low speed effect, is it easy to retard timing and re-check?
je suis charlie
How much power loss?
HVO tpically has a lower calorific value (~4%) and with identical injection rate you will lose power accordingly on that account alone.
je suis charlie
The overturning moment is ma times the distance from the CG perpendicular to the roadway.
For toppling, the W = mg force vector acts vertically downwards through the CG. The decel force vector F = ma acts in the direction of motion. Sum those two vectors to get a new resultant vector acting...
It would be useful to consider the BSFC Map for the engine in question and the optimal operation line (the best place to be for any given power requirement). Link Operating above this line might be considered "lugging".
je suis charlie
50% BTE. I need to catch up - didn't know truck engines had reached those levels. Anyone know how they did it? No evidence of (electric) turbocompounding in the pictures. No doubt some accelerated combustion strategies in there.
je suis charlie
