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<gosinn@gmail.com> wrote in message
news:1138478476.491049.169880@g43g2000cwa.googlegroups.com...
> the best inventions are results of mistakes
> the yellow sticker is a result of a bad glue mixture
>
Not really. It was the result of specific experimentation. Spense Silver
was looking for improvements in the way 3M made tape adhesives and as part
of his experimentation, discovered this new glue with different properties.
Not really a bad glue mixture as much as experimenting.
Marcus wrote:
> I think I remember reading about lots of other issues, too.
>
> There's a massive amount of airflow which all needs to be very well
> filtered -- I think the Chrysler turbine cars were needing the filters
> cleaned daily? Of course that's old technology but you'd still have the
> same basic problem to deal with and probably would still have very frequent
> filter replacement or maintenance. To say nothing of the replacement cost
> of Nomen's "HEPA" filters. That'd be one helluva HEPA filter for a turbine
> engine's airflow.
>
> I think there was a problem with extremely high exhaust temperatures as
> well? There are ways to reduce that, of course, but it would probably still
> be a problem.
You have done your homework very poorly and need to go to the back of
the class.
Chrysler Turbine Cars needed very little day to day maintenance
including in the dustiest environments. Usually they would not see a
mechanic in the three months the host family drove them.
The EGT at idle was so mild you could, as I actually have, put my feet
under the tailpipes and felt pleasant warmth at idle. Under power it is
hotter but never high enough to damage anything unless you tied the
rear axle to a light stand and tried to pull away at full power on
tarmac and even then all it would do is mush the tarmac a little. You
would probably run out of fuel or tear up the transmission first.
"Steve" <no@spam.thanks> wrote in message
news:bqOdnT9CR9NIE0fenZ2dnUVZ_s2dnZ2d@texas.net...
> Olaf wrote:
>> "TheSnoMan" <admin@snoman.com> wrote in message
>> news:CW4Bf.4161$rH5.3472@newsread2.news.atl.earthlink.net...
>>
>>>Al Bundy wrote:
>>>
>>>>John Horner wrote:
>>>>
>>>>
>>>>>Al Bundy wrote:
>>>>>
>>>>>
>>>>>>Nomen Nescio wrote:
>>>>>>
>>>>>>"Electric motors develop maximum torque at zero rpm......."
>>>>>>
>>>>>>Is that so?
>>>>>>Unfortunately Nomen, you are a poser, just cutting and pasting things
>>>>>>you read. That leaves you making error after error in how things are
>>>>>>or
>>>>>>could be.
>>>>>>
>>>>>
>>>>>
>>>>>Well Mr. Bundy, I am afraid that Nomen is correct, at least for
>>>>>permanent magnet electric motors. Have a look at:
>>>>>
>>>>>http://claymore.engineer.gvsu.edu/~j...-71.html#54931
>>>>>
>>>>>John
>>>>
>>>>
>>>>Well John, you are wrong because you took a blanket statement and
>>>>qualified it to suit your answer. Again, nice pasting job though.
>>>>
>>>
>>>
>>>There are a LOT of varibles in electric motor design that can effect at
>>>what RPM peak effort is achieved. Generally though with traction type
>>>motors used to power electric cars and such, they achive maximum torque
>>>at zero or very low RPMs to get the load moving.
>>>
>>>--
>>>
>>>-----------------
>>>www.thesnoman.com
>>
>>
>> I think I may see where Mr. Bundy is saying. Without having read any of
>> the links provided, it makes sense to me that at zero RPM the motor is
>> putting out zero torque. Once any torque great enough to make the motor
>> turn is applied, then the RPM is no longer zero.
>
> What batshit!
I agree. (Good thing you didn't refer to bull shit, then I'd have been
offended.) After having thought about it after posting I realized a motor
can put out torque without turning. I thought of a drill with keyless chuck.
When the chuck tightens on the bit the motor is still putting out torque
>
> If electric motors put out *zero* torque at zero RPM, they'd never begin
> to rotate at all. Internal combustion engines DO have zero torque at zero
> RPM, which is exactly why you need an electric motor to start them!
>
> How much torque an electric motor does put out vs. RPM depends a lot on
> the design of the motor.
>
> DC and AC/DC commutator motors put out their maximum torque at 0 RPM (but
> will burn out if held at 0 RPM because only one winding on the armature is
> carrying the full load). An example of a DC commutator motor is the
> starter motor in a car, or the traction motors in older locomotives. An
> AC/DC commutator motor is the type used in vacuum cleaners, hand power
> tools, and blenders.
>
> AC induction motors put out their peak torque at a few percent less than
> their free running maximum RPM. As you lug them down, torque goes up at
> first, but lug them too far and torque begins to decline again, but it
> never drops to zero even at zero RPM. An example of an AC induction motor
> is a fan motor, AC blower motor, AC compressor motor, or shop air
> compressor motor. The most commonly used AC motors in the world.
>
> AC Synchronous motors put out their maximum torque at the synchronous RPM.
> They're used in heavy industry because they can be set to run at leading
> power factor to compensate for induction motors that run at a lagging
> power factor- save's the industry money overall.
>
> Variable-frequency drive motors are induction or synchronous motors driven
> by a variable frequency AC source, so that you can make them put out peak
> torque at any RPM you want. Modern AC locomotive traction motors are
> variable-frequency drive motors.
>
> But regardless of the type, ANY self-starting electric motor puts out SOME
> torque at 0 RPM. An example of a non-self-starting type would be a
> synchrounous motor without any start/damper windings... but that's a
> laboratory curiousity as all real-world electric motors have a provision
> to give them self-starting torque.
John Horner wrote:
<<snip>>
>
> Well now you are talking about a whole different animal, a high-priced
> vehicle for those with more money than sense. All in all not an
> interesting topic of speculation.
I don't agree. High end vehicles such as Lambo, Ferrari, etc. do serve
a purpose and are interesting to watch.
> I think I remember reading about lots of other issues, too.
>
> There's a massive amount of airflow which all needs to be very well
> filtered --
Filtered? Turbine engines don't typically need air filters unless run in
*very* dusty conditions. Too much silica in the air flow will abrade
the compressor blades and can even accumulate as "glass" deposits on
turbine blades after going through the combustors, but ordinary levels
of dust just pass right through turbine engines. Dust doesn't get into
the lubricating oil or get ground between cylinder walls and piston
rings the way it does in piston engines (or rotor tip seals in Wankels).
Linear Mode
