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So basically the oil gets churned into foam at lower altitudes?Well if you just google "churn" it is obvious what churning is. Basically severe turbulence in a fluid (milk) caused by vanes rotating in a drum to produce butter.
OkayThe "impeller" is pretty much a mirror image of the turbine. A bowl with a lot of fins and some bracing to keep them from bending (aircraft ones might be better made?).
As I grasp it, you'd need something to push the two together (or apart)?There are two ways to vary the speed of the "turbine" . . . One is have the distance between the two variable. One of them slides on it's shaft further away from the other and this allows the oil (or working medium) to slip in the empty space between the two and not transmit the full force to the turbine.
My understanding is probably just wrong here, but I'd figure more oil would mean more slippery...The other is to vary the amount of oil in the housing. No moving part but full of oil or nearly so means as the Impeller rotates the oil, moved by centrifugal force moves to the outer rim and crosses over to hit the fins on the turbine, then flows to the center and crosses back to the impeller. Impeller is turing at 24,000rpm on a DB601 and higher on later engines. Less oil in the housing means less force is transmitted.
I guess the air bubbles either reduce the oil's slickness, produce turbulence that adds resistance, or bothHowever this oil is going to get hot and if you use the engine oil and not a separate supply you are going to get lots and lots of tiny air bubbles in the oil which need to be taken out before the oil is feed back into the engine.
I don't know, In the post it mentioned a raise in temperature. I have operated a butter churn in a museum. It is really hard work, all that work is just converted to heat because nothing actually goes anywhere in the churn.So basically the oil gets churned into foam at lower altitudes?
So basically the oil gets churned into foam at lower altitudes?
Okay
As I grasp it, you'd need something to push the two together (or apart)?
My understanding is probably just wrong here, but I'd figure more oil would mean more slippery...
I guess the air bubbles either reduce the oil's slickness, produce turbulence that adds resistance, or both
I'm totally confused here... the oil spins the turbine which spins the impeller? Or the engine spins the impeller?The parts never actually touch so the slipperiness of the oil doesn't come into it. The oil is just the medium used to transfer the motion of the impeller to the turbine.
Zipper, you really are special at times, google impeller, google torque converters and read how they work. With no engineering knowledge it is obvious an impeller "impels" it isn't impelled.I'm totally confused here... the oil spins the turbine which spins the impeller? Or the engine spins the impeller?
Yeah, I know... I can be smart at times, average at others, and frankly remarkably dumb in other areas.Zipper, you really are special at times
I don't know why you ask me, I have no special knowledge, why not use google and find out how they work.Yeah, I know... I can be smart at times, average at others, and frankly remarkably dumb in other areas.
So the device doesn't use a direct connection but uses hydraulic fluid only which is supplied by the engine and presumably that's varied by some kind of engine power setting?
Yeah, I know... I can be smart at times, average at others, and frankly remarkably dumb in other areas.
So the device doesn't use a direct connection but uses hydraulic fluid only which is supplied by the engine and presumably that's varied by some kind of engine power setting?
It was the one thing that didn't seem to be stated... so I made a guessI don't know why you ask me, I have no special knowledge, why not use google and find out how they work.
So the amount of oil and stator positionThe speed ratio can be controlled by changing the angle of a set of stators between the impeller and turbine.
Fluid couplings are a technology all of their own. Between the 1940s and present day they have advanced hugely. Since I have seen "Automatic transmission fluid" on sale in a garage it is clear some have their own special liquid. On some cars it was possible to lock them in some way so it became a mechanical connection. At all times they waste energy, in the days where the same engine was offered with a gear box or auto transmission the auto model always used more fuel. A fluid coupling wastes energy, most of which is turned into heat.It was the one thing that didn't seem to be stated... so I made a guess