quote:
Изначально написано dimon-dvs:
а на каких извиняюсь проводах твои 8 свечей работают,и одна банка это не 4 горшка,а V образные двигатели и есть самые сбалансированные,и если чё мой движок был чисто японский,мажор одним словом,историю и физику прочти,не помешает,за сим не считаю далее напрягать свой мозжечок(как сказано тобою выше) на бесполезный диалог
На coil-on-plug они работают. И один банк это ровно половина двигателя, учи матчасть.
Равно как и насчет баланса - v6 это НЕсбалансированный двигатель. Хоть википедию почитал бы https://en.wikipedia.org/wiki/..._and_smoothness
The V6 does not have the inherent freedom from vibration that the inline-six and flat-six have, but can be modeled as two separate straight-3 engines sharing a crankshaft. Counterweights on the crankshaft and possible a counter rotating balance shaft are required to compensate for the first order rocking motions.
In the V6 with 120. between banks, pairs of connecting rods can share a single crank pin, but the two cylinder banks run like two inline 3, both having an end-to-end rocking couple. Unlike in a V8 engine with a crossplane crankshaft, the vibrations from one bank do not cancel the vibrations from the other, so a rotating balancing shaft is required to compensate for the primary vibrations. Because the 120. V6 is nearly as wide as a 180. flat-6 but is not nearly as smooth, and can be more expensive if a balancing shaft is added, this configuration is seldom seen in production engines.
In the V6 with 90. between cylinders, split crank pins are required to offset the connecting rods by 30. to achieve an even 120. between firing intervals, and crankshaft counterweights are required to offset the primary imbalances. In the 90. V6, a balancing shaft is desirable but not entirely necessary to minimize second-order vibrations, depending on the level of smoothness required. The main advantage of the 90. V6 is that it can easily be derived from an existing 90. V8 design, and use the same parts as the V8.
Unfortunately, a 90. V6 cannot use the same technique that balances an even firing 90. crossplane V8 engine; rotating the middle two cranks to 90. from the outer two, using extra-heavy counterweights on the crankshaft to offset the rocking motion, and then using the mass of the pistons in the other cylinder bank at 90. to counteract the side-to-side rotation that the heavy counterweights would otherwise cause (resulting in an engine that is in perfect primary and secondary balance, albeit one with very heavy crankshaft counterweights and uneven firing intervals into the exhaust headers, resulting in the familiar V8 "burbling" exhaust note).
A simple 90. V6 cannot achieve the same smoothness with only crankshaft counterweights, and if the 90. V6 uses shared crankpins like the V8, the engine will have uneven firing intervals, such as in the original "odd-fire" Buick V6 engine. This uneven firing interval results in roughness at idle and low RPM, and varying harmonics at higher engine speeds, making the "odd-fire" configuration unpopular with buyers, so most manufacturers now use split crankpins to make the firing intervals an even 120.. Therefore, designing a smooth V6 engine is a much more complicated problem than the straight-6, flat-6, and V8 layouts. Although the use of offset crankpins, counterweights, and flying arms has reduced the problem to a minor second-order vibration in modern designs, all V6s can benefit from the addition of auxiliary balance shafts to make them completely smooth.[9]
И именно по причине "хрен сбалансируешь" v6 появились значительно позже остальных конфигураций. Так что учи историю, учи физику, не кури за школой во время уроков.
Видимо действительно мозжечок, если простейшие вещи, которые раньше даже ПТУшники знали, недоступны твоему пониманию.
история редактирования
)))
Узнал много нового, решил подтянуть свой скудный англицкий, прям спасибо от души!..
неси, так сказать свет знаний