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RE: 747 Takeoff and cruising power comparison. FieldTeam (Aerospace) 18 Aug 08 07:28. Simplified: Full power take off is just that. The engines are brought to full power and when the aircraft reaches a certain speed (Vto), the aircraft leaves the ground. The crew could also elect to perform a reduced power take off.
Engine is a street flat 4, 4 valve, high tumble/swirl NA with 10:1 static and 8.5:1 dynamic compression ratio on midgrade gasoline. Peak power is at 6200 RPM and peak torque at 3800-4600 RPM. x-axis is engine load vs y-axis being engine RPM. My observations running the engine with this fuel table is: - NO knocking or detonation on midgrade gas.
Power is power - the power usage at sea can easily be metered via permanent metering installed in the ship's power distribution system. The ship has a large electrical power distribution just like a large office building (or small city). For a ship as large as a cruise ship, there will be special shore power specifications and the port and/or ...
2190 rpm, and BMEP as necessary to make 16 HP, or whatever it is you need, or are using, and there's your BSFC. With a gasser at 2000 rpm the full power/max torque might be obtained with the throttle partially open, but the manifold pressure would be zero. Opening the throttle further would not make more power.
Power would have to be estimated via an input of the road load coefficients of the vehicle. For a given cruising speed requirement & tolerance, a 'pulse and glide' strategy could be devised to minimise fuel consumption, and indicated to the driver by a device connected to the OBD port.
Hopefully your e-bike, in normal operation, would use much less than maximum power. Otherwise it would continuously accelerate, leading to a very high speed crash. Cruising on level ground might be just a few hundred watts. Simplest approach would be to skip the battery test and just get it running.
translating some of the terminology used in the power industry, and readily admit to little practical experience with anything prefaced with 'M', except ohms. In an attempt to save a little face, I went cruising a bit. According to Baron Power (Square-D's docs were MIA):
I've always believed engine rooms shoulg be slightly below 1 atm because a pressure differential greater then 1 ATM would: raise engine room temps slightly. allow a denser media for airborn noise trasmit through. pump anything leaking, burning off etc into adjacent compartments when ever a door is open or otherwise less then air tight.
This vehicle appears to obtain better fuel economy in the 75-80mph range than the 60-65 mph range. Rpm's are 2700-3000 vs 2100-2400. It is an auto trans, non turbo, non all wheel drive. 2.0l. It seems that aerodrag alone would hinder better mileage. I personally like operation @ 80 as opposed to 60. 60 seems to take forever to get to work.
Minimum generator prime kW rating = 1.5 x largest motor HP (or 2 x largest motor kW). So a 113kW prime rating would be ideal (75 x 1.5 = 112.5), which will typically be sold as a 125kW standby rated genset. Keep in mind that if other significant loads must be running before the largest motor can be started, it gets more complicated.