Piccoloingegnere
Guest
it would be unnecessarily shorter and often, so they are limiting more or less on the spine
help engineering
- Thread starter Piccoloingegnere
- Start date
-
- Tags
- motore progettazione
ford
Guest
I have read the discussion, and I would like to submit some questions. First of all, you just want to draw or really size components with structural calculations for cold mechanics and thermodynamic calculations for the hot one? then, normally in the diesel does not give all this importance to the blast chamber because every particle of gas injected high pressure in contact with the compressed air creates its own flame front that advances, it is not like gasoline. the idea of creating the cascading distribution of gears seems to me quite excessive, apart from the fact that you will not even have 6000 rpm, and cmq the dense wheels are not dimensional in 4 and 4 8.
You talked about biella and pistons, and the engine shaft, the flywheel?
Anyway I'll compliment you for the preparation and the desire to do. I used to think about it as you at 17, and then at university I realized I thought it wrong.
You talked about biella and pistons, and the engine shaft, the flywheel?
Anyway I'll compliment you for the preparation and the desire to do. I used to think about it as you at 17, and then at university I realized I thought it wrong.
Piccoloingegnere
Guest
You're right about distribution, you know? Then, the intention is to calculate the structure on cold and hot mecchanics!
Er Presidente
Guest
Can you give me permission to sign it?
Piccoloingegnere
Guest
If you can please yes! All that design, design and exposition you can use it so much to 17 years you can't do anything!use it, then you are a friend... don't worry.
ford
Guest
calculating both cold and hot mechanics is an arduous enterprise, it is an enterprise for which you need years of experience in addition to graduation, that is, if you say you design a motor to a new graduate, you don't know how to do it, but it's normal that it is so.
You could do something easier, and from my point of view, even satisfying:
recover a motor and, for example, try to dimensional the cam axles more performing combined with a new suction and exhaust system. You will have to take a nice round of mechanics and fluid dynamics, but perhaps, even with the help of an engineer, you may be able to achieve even from the point of view of the components. If you can make it, I assure you that once you mount and have verified that the engine actually responds positively, the satisfaction will be so much.
Delysid
Guest
we arrived at destination without knowing what train to take. . .
a little advice... cads are made to design. . starts learning a cad that believes me... is undoubtedly easier than designing a 4 cylinder engine 4 times... above all without the above-mentioned means. :finger:
a little advice... cads are made to design. . starts learning a cad that believes me... is undoubtedly easier than designing a 4 cylinder engine 4 times... above all without the above-mentioned means. :finger:
MBT
Guest
to tell the truth, in the disel is the engine itself the blast chamber.
and that does not matter to him is a colossal baggianata.
If you want to get to almost 5000 laps with a disel without being asphytic or smoky it is better that you start simulating rooms with any sw you find around...
MacGG
Guest
Hello little engineer,
in the sea of numbers you have given, there are no big contradictions, since in the end your design is a collection of features with an approach to search for the excellent.
In reality, when designing, there is not so much the problem of performance research, especially in systems of which we already know everything (or much better), as in the engines of this type, but we look for the excellent according to a series of constraints.
These constraints are usually the cost of design, production, maintenance and recycling. thinking about the great production, there are also aspects of ease of recovery of raw materials and components (often also relationships with suppliers), durability of the components (today you plan to finite duration, others the spare parts would not sell).
returning to more mechanical aspects, another aspect and where and how to use such motor, which are usually the main constraints that the good mechanical designer must consider.
these therefore would be the constraints that you should give (at least some of these), in order to evaluate the goodness of your project (at least on paper), if you want to invent something new, focus on some components and search for a different solution, identifying the merits and defects.
good work and good healing.
♪
in the sea of numbers you have given, there are no big contradictions, since in the end your design is a collection of features with an approach to search for the excellent.
In reality, when designing, there is not so much the problem of performance research, especially in systems of which we already know everything (or much better), as in the engines of this type, but we look for the excellent according to a series of constraints.
These constraints are usually the cost of design, production, maintenance and recycling. thinking about the great production, there are also aspects of ease of recovery of raw materials and components (often also relationships with suppliers), durability of the components (today you plan to finite duration, others the spare parts would not sell).
returning to more mechanical aspects, another aspect and where and how to use such motor, which are usually the main constraints that the good mechanical designer must consider.
these therefore would be the constraints that you should give (at least some of these), in order to evaluate the goodness of your project (at least on paper), if you want to invent something new, focus on some components and search for a different solution, identifying the merits and defects.
good work and good healing.
♪
Piccoloingegnere
Guest
You know what? I have to shorten the race!the average speed of the piston that results now is: 107x5000/30000 = 17,83(p.).too high.the shift to 100mm.
ford
Guest
Did you size the engine shaft? Are you ready? do not forget that the race must be equal to 2 times the crank radius.
Piccoloingegnere
Guest
I know, in fact established with precision the race, before it was 107, now I think to 100mm, then I step to dimensional the motor shaft. possibly flat, then, and to follow on the choice of the vr-vag as structure of the base. plane we arrive.
ford
Guest
What I didn't understand is this: or do you want to thrive in the true sense of the term?
because in the second case you should do an analysis of the forces acting on it to determine the size, then you should do torsion and bending checks, you have to do a fatigue dimensioning, you have to check the coupling with the counter pads etc. etc. let me understand.
Meccbell
Guest
Piccoloingegnere
Guest
Yes, but being just paper rags my project, or better it's just a treat so much it won't serve anyone...-
Fulvio Romano
Guest
then why not a wankel.. .
Come on, I'm kidding!
Come on, I'm kidding!
Piccoloingegnere
Guest
I found this:
http://www.missthriftway.com/photos/engine/v24-1.jpg It's a motor w24 boys and if we kept as a unitary displacement the 500 cc we would have a direct rival of the veyron as propulsion. however we will tell later. then have you read the measurements of the diesel engine?
http://www.missthriftway.com/photos/engine/v24-1.jpg It's a motor w24 boys and if we kept as a unitary displacement the 500 cc we would have a direct rival of the veyron as propulsion. however we will tell later. then have you read the measurements of the diesel engine?
Piccoloingegnere
Guest
because the wankel is too unique and you can't make it diesel!
MBT
Guest
Who said that?
according to some authoritative texts of aeronautical technique, the hornet
cannot fly, due to the shape and weight of your body in
ratio to the wing surface!!!
but the hornet doesn't know and therefore keeps flying. :biggrin: