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Edits and changes to engines, experiences, findings and ideas.
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Cuicui
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by Cuicui » 07/04/08, 19:10

Remundo wrote:I think the gain (if there is gain) is at the moment of combustion.

If there is a gain in yield and a decrease in pollution, it may be supposed that the presence of a certain type of steam acts as a catalyst for a more complete combustion (reduction of unburnt) and modifies the way in which the explosion in the combustion chamber, hence a better transmission of energy to the piston. As Christophe writes, the decomposition-recomposition of water brings no energy in itself.
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by Christophe » 07/04/08, 19:38

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echo-moteur²
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by echo-moteur² » 08/04/08, 19:59

Hello everybody

Christophe wrote:Here I come back from Douai, the conference went well and I thank again the team for inviting me and welcomed!


It is we who thank you Christophe for coming to support us for the conference. As you said, it would have been better if there had been more people, but hey, those present seemed quite interested and relatively interesting.

Thanks also for posting our 2 articles. Saturday's article will soon be posted on our website.

Regarding the progress of the tests:
As stated on our website, we had planned to start testing 11 week. Unfortunately, several unforeseen events have still not allowed us to launch these tests. In particular, we have undergone 3 breakages of the Engine shaft - Test bench shaft. This is obviously due to too much vibration of our old generation engine. The staff at CRITT M2A and we are doing our best to find an alternative as soon as possible.

We will inform you as soon as we have news, hoping that we can perform these tests.
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by Flytox » 08/04/08, 23:06

Hi echo-engine2

echo-moteur² wrote: In particular, we have undergone 3 breakages of the Engine shaft - Test bench shaft. This is obviously due to too much vibration of our old generation engine. The staff at CRITT M2A and we are doing our best to find an alternative as soon as possible.


Sometimes not much to break the link, a small misalignment of the line of the tree (to find the comparator) that prevents the flextor from working normally. Or the heating of the engine that deforms by expansion something in the connection or the frame and creates the misalignment. There may also be a problem of play (a bearing / dead bearing) side brake or engine side.
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by Christophe » 09/04/08, 08:45

Ben if the engine to test vibrates too much to such a point to break the coupling I think there is not much to do ...... if not re-study a coupling with more tolerance. ..But it's a project all by itself.

ps: I have a "test bench design" project file made by a classmate if anyone is interested I can put it online?
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by Chatham » 09/04/08, 09:32

echo-moteur² wrote:In particular, we have undergone 3 breakages of the Engine shaft - Test bench shaft. This is obviously due to too much vibration of our old generation engine.


Bizarre: Are not you supervised by bench test specialists? engine vibrations, even an old engine (which does not necessarily produce more torque than a recent engine: the proof is that on old engines, it did not need Damper flywheel (called dual-mass) as on diesel high pressure, which incidentally caused a lot of customer returns from all manufacturers following the breakage of the damper) can in principle break the flector in case of engine failure or there is a gross procedural error (misalignment or undersizing) ...
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by Christophe » 09/04/08, 10:35

Mmm ca chatam chat ... if a bench is not designed at all for this type of engine ... it does not surprise me halfway. Do not forget that classic diesel engine is almost 10 years that we manufacture more or almost ...

Now that a classic diesel engine vibrates so much more than a hdi to break a bonding piece supposed to withstand more than 100 cv ... it amazes me assui but well ... a bench ca can be ultra sensitive too.

Too bad I could not meet kk1 lab during my visit to Douai ...
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by Flytox » 09/04/08, 22:04

Bonjour Christophe

Christophe wrote:ps: I have a "test bench design" project file made by a classmate if anyone is interested I can put it online?


Yes yes. It's one of my plans to put a bench in my future studio. :P
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by rec » 14/04/08, 21:54

The XUD is not (provided that it runs well on these 4 cylinders and it is not particular malfunction) an engine that has a reputation to vibrate particularly. Where I work, we happen to have mono or 3 cylinder that are much less stable and we have no more worries.

It happens that there is breakage but generally it is rather the shaft of the pit box that breaks rather than the transmission engine / brake.

In any case the brake motor coupling must not be 100% rigid. but must be depreciated:
-In the case of an assembly with false box, the clutch damped the variations of torque and one can use a trans with ball or cardan
-In the case of mounting without false box, the engine is connected to the bench by a trans with rubber that can dampen vibrations and torque variations. I know that for this type of editing it is better to do calculations (with methods that I do not know) to determine if the trans and compatible with the engine.


I do not know how you do your brake motor alignment but do not forget that it is not enough that the axis of the motor goes through the center of the brake input, it is also necessary that the axis of the motor is parallel to that of the brake. Once these 2 condition are met, then the motor is aligned (brake pin confused with crankshaft axis)

With a false box equipped with a clutch of origin, a fixation of the engine neither too rigid nor too flexible on are chassis a good allignment a correct brake and a motor which turns to almost round, I think that a trans ball or cardan should keep the time of the tests without worries.

I hope the tests will be successful.
good luck !
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by Cuicui » 15/04/08, 19:16

Excuse the question of a draw in mechanics.
Why align the motor axis with the axis of the braking device (or force recording)? Should these 2 axes be an extension of one another?
Could not we envisage a transmission by gearing or by belt (as on the reducers of engines of planes engines) allowing a shift of 2 axes and consequently a less sharp adjustment?
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