REFLECTOR: From IVO

[Wayne]

After the clutch is fully engaged in a car (foot off the clutch) the springs
are no longer a factor.
Thus I'm trying a solid coupling and a heavier flywheel (Marcottes light one
doesn't help).  I understand Eggenfeller uses this arrangement on his Soob
engines.
Wayne
----- Original Message ----- 
From: "Brian Michalk" <michalk at awpi.com>
To: "Velocity Aircraft Owners and Builders list" <reflector at tvbf.org>
Sent: Monday, June 28, 2004 3:03 PM
Subject: RE: REFLECTOR: From IVO


> What about some sort of mechanism like what is found on clutch plates?
> It's very lightweight, and couples several hundreds(for trucks) of
> horsepower through four or so springs from the splined transmission shaft
to
> the clutch pads.
>
> Slip it in between a standard SAE ARP502 prop pad, and the corresponding
> prop.
>
> Don't need the pads.  I'll bet the one from my Dodge weighs less than five
> lbs with the pads.
> At least there would be no heat (not much anyway), because this wouldn't
be
> a damper (like a fluid filled shock absorber).
>
> Only thing is that the automotive design is strictly shear.  A prop design
> would have to handle thrust loads, which would require a thrust bearing if
> one wanted to keep the friction temperatures down.
>
>
> > Brian; that is very interesting.  The viscous damper is the best type of
> > damper for torsional vibration, and eliminating resonance.  To be most
> > effective, it could be "tuned" to a specific engine-prop
> > combination; but in
> > any case, cold make a large difference in pulse stress transmitted to
the
> > prop. Maybe with one of these on a Lyc the IVO would work there also?
> >
> > Al
> >
> >
>
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