By K. Newton
ISBN-10: 0750644494
ISBN-13: 9780750644495
For fifty years this has been thought of a regular textbook for the coed and working towards engineers within the motor undefined. it is a revised version.
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This will be understood after a study of the effect of the secondary forces which are dealt 30 The Motor Vehicle T! TI l ) T Fig. 5 Opposed twin engine Fig. 6 Side-by-side twin engine Fig. 12. The inertia force F, due to the piston which is on its inner dead point, is greater than the inertia force F', due to the other piston which is at its outer dead point. With the usual ratio of connecting rod length to crank length F is about 60% greater than F', the difference being twice the secondary force due to one piston.
12 36 The Motor Vehicle 'Inertia torque reaction' arising quite independently from gas pressures, may be visualised as the reaction of torque applied to the crankshaft by the flyweel to effect the piston accelerations. The connecting rod obliquities and piston side-thrusts develop the inertia torque and its reaction, which can be most noticeable under overrun conditions. , but only the 1st and 2nd are important. Angular fluctuations about the longitudinal axis of the crankshaft can be balanced by contra-rotating flywheels or other contra-rotating components.
19 shows the characteristics of a simple conical rubber mounting produced with rubbers having different damping characteristics. In Fig. 20 the low frequency and, in Fig. 21, the high frequency characteristics of the Avon Hydramount are shown. i i i Testamplitude- dynamicstiffness+ 1mm Lossangle,+_1 mmat 1~Hz I 4 HighdTmped,~ =3 / "~'~ j,,,~//~edium damped,{ ~ il 5~ 2 Lightlydamped,2~lossangle 1 20 60 1O0 140 Frequency, Hz 180 220 Fig. 19 Typical characteristics of a typical Avon rubber mounting 3I==2.
Motor Vehicle by K. Newton
by Jason
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