V Engines Design

Introduction

Internal combustion engines works seamlessly 150 years.

Both types of heat engines, the proposed by Otto and the invented by Diesel, both types being in the four-stroke, they have imposed, as being the best, more robust and more reliable, more economic, more silent, more compact, most dynamic, more adaptable and diversifiable.

Heat engines have constituted the starting point of the modern technologies. In the first years after their appearance, the attraction for automobiles was made public and more. Slowly, slowly, has developed a cult of automobile king. Cars have come in a short time on the first plan from all points of view.

Even today after 150 years, the automotive industry is still on the first place in the world. Billions of jobs in direct industries or related.

Auto industry means and an unprecedented growth of all industries and technologies, to solve as well as the various requirements imposed by the construction and diversification of the types of motor vehicles.

The motors driven by the crank recently replaced from those with external combustion have now been superseded almost completely by those with internal combustion.

Now was started another world and another one age.

Applications for personal cars have increased so much that the park the world in current use has exceeded the already a billion.

Even if today they are used massively electric motors, however most of the engines being in use are all those with internal combustion (in particular those of type diesel injection or Otto).

As long as we produce electrical current and by the burning of fuels fossil, we can’t replace too fast all internal combustion engines with electric motors, since pollution and consumption would still be much higher.

For this reason we have yet the obligation to continue to develop the thermal engines internal combustion to constantly improve, in order to reduce as much fuel consumption and noise level produced by them.

People do not want to give up on their own car, even under the conditions of fuel price very much.

Internal combustion engines in V are the most dynamic, working with high mechanical efficiency. Their main problem is functioning with high vibration and noise. This is mainly due to the fact that the spindle crankpin receives impulses from two pistons simultaneously. In general the two pistons through connecting rods besides transmit the desired movement and additional forces targeted differently. To adjust these forces to work properly in terms of dynamic authors of the paper conducted a comprehensive study on the functioning engines in V.

V engines have always been rated as the most dynamic. For this reason they were desired by the Formula 1 pilots, but also and by many drivers willing to drive a car dynamically (nervous) (Christensen et al., 1999; Dahl et al., 2013; Dahl and Denbratt, 2012;  Dempsey et al., 2013; Dernotte et al., 2014; Erjavec, 2009; Kavuri et al., 2016; Kitamura et al., 2002; Kokjohn et al., 2011; Li et al., 2007; Ludvigsen, 2005; Manente et al., 2011; Ozasa et al., 2016; Pan et al., 2016; Petrescu and Petrescu, 2011; 2012; Reed et al., 2016; Rezaei et al., 2016; Schmitt and Boulouchos, 2016; Sellnau et al., 2015; Shahlari et al., 2013; Sjöberg et al., 2002; Warnatz et al., 2006; Wong et al., 2016).

All the experiments carried out in the years 1980-1986, have shown values too high for Vibrations and noises produced by the engine in V. Have tried very many types of rubber shock absorbers (for to reduce vibrations transmitted from the engine to the chassis and by the driver’s cab). Only three models gave better results. A model for the shock absorber pad Dunlop, a model of the shock absorber from vehicles of ARO four-wheel drive and a French model, adjusted by our team of research. At the end of the research, it was decided unanimously, the replacement of the engines in V with the axle in line, or with the axle in line (as a pseudo V engine). Practically in those moments was signed “death certificate” of the engines in V. The contract for the international research, attended, UK, USA, Canada, Germany, Italy, France, Romania, etc. After this moment almost all of the engines in V used on motor vehicles, have been replaced with engines in line with the yield of the lowest, but also with a vibration level little attenuated. It has been lost from the efficiency of the engine, but the level of noise and vibrations was falling within the limits prescribed by the standards in force.

The engines in V so loved by the public have started to disappear after years 90 and more may be found from time to time, only on tractors, at some trucks or locomotives and on some vessels high tonnage.

History and Overview

The engine in V belongs to the category of internal combustion, which group together on a single crankpin axis a pair of pistons, who works in the cylinders having regard the shafts of the guide, positioned in such a way as to form a fixed angle alpha (located around the 90°). Thus, the two axles it is essential to pass through the main axis of the crankshaft (the axis of the trunnion bearing). The fundamental idea in the construction of a real engine (Classic) in V is that a single crankpin axis to be operated, practically simultaneously by two pistons.

In the case of the engines in line in two-stroke engines (here as it is about heat engines with internal combustion type Lenoir, Otto or diesel), the best balance shall be carried out on the engine with three cylinders, while the engines in line in the four-stroke, optimum balance appears at the six cylinders. Corresponding to the solutions in V we have a good balance for engines with six cylinders (V6), but the optimal solutions are carried out by the construction of engines with 12 and 16 cylinders in V (12 V and V 16). Models V4 and V14 are very rare, while the V 8 and V 10 are frequently encountered, even if they not representing the optimal solution.

First motor in V, was carried out in 1903, being an engine V2.

The idea of paper’s authors was: “It can be synthesized one motor in V only by changing the alpha angle value (the constructive angle of a V engine)”. By this method it is possible to change the kinematics of this motor and in the same time its dynamic work. Generally the constructive angle of an engine in V was calculated in function of the number of cylinders  and by the engineering condition to achieve an   ignition   distributed   uniformly   to  all cylinders.

This paper try to solve the principal problem of any motor in V (noise and vibration) having in view that one motor in V is more dynamic, more powerful and has a higher yield than any other heat engine.

The solution was found and it is very simple to be implemented. It needs only an angle value change. It’s about the constructive angle, alpha. Calculations to demonstrate this fact and all the theory are very difficult and heavy. 

First time the corresponding author has studied these problems of motors in V, in the framework of some contracts made with the research collective of UPB and “Autobuzul” plant, in years 1980-1986.

In the first phase, have been studied the vibrations and noises of an engine in V, their transmissibility from the engine to the chassis and the cab driver and the possibility of reducing vibration (of the engine or the submitted) by their insulation.

Reducing the vibration transmitted, has taken place in various ways, but their level at the driver’s seat and the passengers was still too large, much more than the allowed limits international. The noises have been diminished the very much in the driver cab, on the basis of the insulation used. But for the vibrations were still more than the allowed limits, while in a similar engine Otto or diesel in a straight line, they were in line with the normal limits, until at last it was decided to change the type of the engine. After many years working in the field of mechanisms, corresponding author, to understand why the V engine vibration and noise is so great.

The main cause is the binding mode and drive of two different pistons on a single crankpin axis.

The Basic Idea

To the line engines the forces and velocities are transmitted normally from the driver shaft to the pistons (in the crank times) and vice versa (in the engine times).

The engine in V transmission forces and velocities between elements is forced and unequal regardless of the meaning of transmission (from crank to pistons or from pistons to crank). The main cause that motors in V have higher vibration and noise, is the binding mode and drive of two different pistons on a single crankpin axis.

The two pistons act differently on the same axle (motor). Each of the two pistons connected together has a movement actual (dynamic) difference.

Dynamics imposed to the main piston is one and the required dynamics of the secondary piston is another one, dynamic forces and speeds differ between the two coupled pistons, every one piston operating the motor axis in a different mode. In dynamic operation the differences between the two couplet acting pistons are higher, but to any engine in V (to any heat engine) the time in that the motor works dynamic is majority. In these moments the forces, velocities, powers and moments, are higher.

The only possible solution is to optimize the dynamic of each pair of pistons in movement. This optimization proposed by authors is based on balancing the dynamic coefficients of the two couplet pistons.

Dynamic coefficient of each (coupled) piston was introduced by this work.

The dynamic variation between the two coupled pistons is due to more factors such as: Kinematics and dynamic, being finally a function of the motor constructive parameters, especially one (the alpha angle).

Usually a mechanism has only one dynamic factor (coefficient; see the engines in line).

To the engine in V occur two dynamic coefficients imposed to the same crank by two coupled pistons (the secondary piston rod link to the main piston rod). These two different dynamic coefficients change themselves the values permanently for any angle position of the motor crank.

Both coupled piston (primary and secondary) want to impose its dynamic to the main shaft and the result is a struggle operation of the shaft.

The unique possible solution is matching the dynamic factors of the two coupled pistons.

The authors came with an original set of relations able to make the optimization parameters of an engine in V, based particularly on the constructive angle alpha, which occurs to times in a kinematic scheme of an engine in V: First it is the angle formed by the two axes of the two coupled pistons (the angle formed by the axis of the main piston guide with the secondary piston guide axis); and the second is the constructive angle which occur on the element 2 (the rod of the main piston) between the two arms of the element 2 (AB and AC).

The dynamic coefficient D (imposed to all gears) influences the crank rotation speed (the crank shaft rotation velocity). For a good dynamic work, any mechanism must take practically only one dynamic factor, D. At the motors in V the real dynamic coefficient is the result of a random momentary compromise between the two different dynamic coefficients imposed by the two pistons in the same time. The right solution is to bringing the two dynamic coefficients around or possibly even to equal values. To this end were the two dynamic factors matched, to see what solutions exist to solve the obtained equation in a. Obtained complex expression has many variables (the various builder parameters of the engine in V). It sought an analytical synthesis using a complex computer program, by finding of the system alpha general solutions, regardless of the values of others constructive parameters, so that dynamic factors present equal values and the engine so constructed to operate high efficiency without shocks and vibrations, without noise and with reduced noxious emissions, achieved with high power and lower fuel consumption. The cinematic chain composed of crankshaft, two pistons and two rods should function normally.

Results (Dynamic analysis)

Analysis of dynamic system revealed a range of values for angle alpha that the theory exposed are likely to lead to the synthesis of V-optimal engine (Table 1).

A V-engine which reaching local at the primary piston a peak of acceleration of 30000 [m/s2] to a motor shaft speed of 5000 [r/m] (it comes only a local impact) will work similar to engines in line but the power and efficiency higher.

However the use for alpha of constructive values shown in the Table 1 may lead to the construction of a V engine quieter than the one in line.

Table 1. Alfa angle values in grad

a [grad]

0 – 8

12 – 17

23 – 25

155 – 156

164 – 167

173 – 179

The dynamic analysis made with the presented systems indicates some good values for the constructive angle (a), which allow the motor in V works normally without vibrations, noises and shocks (Table 1).

Experiments of V Engines and Presentation

All the experiments carried out in the years 1980-1986, have shown values too high for Vibrations and noises produced by the engine in V.

Have tried very many types of rubber shock absorbers (for to reduce vibrations transmitted from the engine to the chassis and by the driver’s cab).

Only three models gave better results. A model for the shock absorber pad Dunlop, a model of the shock absorber from vehicles of ARO four-wheel drive and a French model, adjusted by our team of research.

At the end of the research, it was decided unanimously, the replacement of the engines in V with the axle in line, or with the axle in line (as a pseudo V engine). Practically in those moments was signed “death certificate” of the engines in V.

The contract for the international research, attended, UK, USA, Canada, Germany, Italy, France, Romania, etc. After this moment almost all of the engines in V used on motor vehicles, have been replaced with engines in line with the yield of the lowest, but also with a vibration level little attenuated.

It has been lost from the efficiency of the engine, but the level of noise and vibrations was falling within the limits prescribed by the standards in force.

The engines in V so loved by the public have started to disappear after years 90 and more may be found from time to time, only on tractors, at some lorries or locomotives and on some vessels high tonnage.

Even so (with reduced number and importance) engines in V were still in a continuous development and this is due to the characteristics of the engine in V: Power, robustness, flexibility, reliability, consistencies, efficiency, high load, low power consumption etc.

The properties of which they belong to this model of the engine, particular, made possible its entrance in the “world of racing”, by equipping the best cars racing.

A solution used by the most eminent physicians builders (Volkswagen, Lancia, Ford, Nissan, Alfa Romeo, Yamaha), where it is possible to see (axonometric) an engine quickly V6, 24 valves, i.e., a six-cylinder in V (three and three), four-valve on the cylinder (variable distribution performed with four of the camshaft position directly in the cylinder head in order to eliminate the rod and the rocker arm).

Discussion

Internal combustion engines works seamlessly 150 years.

Both types of heat engines, the proposed by Otto and the invented by Diesel, both types being in the four-stroke, they have imposed, as being the best, more robust and more reliable, more economic, more silent, more compact, most dynamic, more adaptable and diversifiable.

Heat engines have constituted the starting point of the modern technologies.

In the first years after their appearance, the attraction for automobiles was made public and more.

Slowly, slowly, has developed a cult of automobile king. Cars have come in a short time on the first plan from all points of view.

Even today after 150 years, the automotive industry is still on the first place in the world. Billions of jobs in direct industries or related.

Auto industry means and an unprecedented growth of all industries and technologies, to solve as well as the various requirements imposed by the construction and diversification of the types of motor vehicles.

The motors driven by the crank recently replaced from those with external combustion have now been superseded almost completely by those with internal combustion.

Now was started another world and another one age.

Applications for personal cars have increased so much that the park the world in current use has exceeded the already a billion.

Even if today they are used massively electric motors, however most of the engines being in use are all those with internal combustion (in particular those of type diesel injection or Otto).

As long as we produce electrical current and by the burning of fuels fossil, we can’t replace too fast all internal combustion engines with electric motors, since pollution and consumption would still be much higher.

For this reason we have yet the obligation to continue to develop the thermal engines internal combustion to constantly improve, in order to reduce as much fuel consumption and noise level produced by them.

People do not want to give up on their own car, even under the conditions of fuel price very much.

Internal combustion engines in V are the most dynamic, working with high mechanical efficiency. Their main problem is functioning with high vibration and noise. This is mainly due to the fact that the spindle crankpin receives impulses from two pistons simultaneously. In general the two pistons through connecting rods besides transmit the desired movement and additional forces targeted differently. To adjust these forces to work properly in terms of dynamic authors of the paper conducted a comprehensive study on the functioning engines in V.

All the experiments carried out in the years 1980-1986, have shown values too high for Vibrations and noises produced by the engine in V.

Have tried very many types of rubber shock absorbers (for to reduce vibrations transmitted from the engine to the chassis and by the driver’s cab).

Only three models gave better results. A model for the shock absorber pad Dunlop, a model of the shock absorber from vehicles of ARO four-wheel drive and a French model, adjusted by our team of research.

At the end of the research, it was decided unanimously, the replacement of the engines in V with the axle in line, or with the axle in line (as a pseudo V engine). Practically in those moments was signed “death certificate” of the engines in V.

The contract for the international research, attended, UK, USA, Canada, Germany, Italy, France, Romania, etc. After this moment almost all of the engines in V used on motor vehicles, have been replaced with engines in line with the yield of the lowest, but also with a vibration level little attenuated.

It has been lost from the efficiency of the engine, but the level of noise and vibrations was falling within the limits prescribed by the standards in force.

Conclusion

First time the corresponding author has studied these problems of motors in V, in the framework of some contracts made with the research collective of UPB and “Autobuzul” plant, in years 1980-1986. In the first phase, have been studied the vibrations and noises of an engine in V, their transmissibility from the engine to the chassis and the cab driver and the possibility of reducing vibration (of the engine or the submitted) by their insulation. Reducing the vibration transmitted, has taken place in various ways, but their level at the driver’s seat and the passengers was still too large, much more than the allowed limits international. The vibrations were still more than the allowed limits, while in a similar engine Otto or diesel in a straight line, they were in line with the normal limits, until at last it was decided to change the type of the engine. The idea of the paper’s authors was: “It can be synthesized one motor in V only by changing the alpha angle value (the constructive angle of a V engine)”. By this method it is possible to change the kinematics of this motor and in the same time its dynamic work. Generally the constructive angle of an engine in V was calculated in function of the number of cylinders and by the engineering condition to achieve an ignition distributed uniformly to all cylinders. This paper try to solve the principal problem of any motor in V (noise and vibration) having in view that one motor in V is more dynamic, more powerful and has a higher yield than any other heat engine. The solution was found and it is very simple to be implemented. It needs only an angle value change. It’s about the constructive angle, alpha. Calculations to demonstrate this fact and all the theory are very difficult and heavy. But the final result is very simple.

Funding Information

Research contract: Contract number 36-5-4D/1986 from 24IV1985, beneficiary CNST RO (Romanian National Center for Science and Technology) Improving dynamic mechanisms internal combustion engines.

 

Preliminary Contract from 2010-03-13 with:

BMW Group Germany

Virtuelle Innovations-Agentur (VIA)

Knorrstraße 147

D-80788 München

http://www.bmwgroup.com/

------------------------------------------------

Bayerische Motoren Werke Aktiengesellschaft

Vorstand: Norbert Reithofer, Vorsitzender,

Frank-Peter Arndt, Herbert Diess, Klaus Draeger,

Friedrich Eichiner, Harald Krüger, Ian Robertson

Vorsitzender des Aufsichtsrats: Joachim Milberg

Sitz und Registergericht: München HRB 42243

------------------------------------------------

Preliminary Contract from 2010-03-13 with:

Mercedes Benz Daimler AG, Germany

 

All these matters are copyrighted. Copyrights: 398-tDGpbsxgrD, from 18-02-2010 01:16:36 and 394-qodGnhhtej, from 17-02-2010 13:42:18.

 

 

 

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Petrescu, F.I. and R.V. Petrescu, 2011. Memories About Flight. 1st Edn., CreateSpace, pp: 652.

Petrescu, F.I.T., 2009. New aircraft. Proceedings of the 3rd International Conference on Computational Mechanics, Oct. 29-30, Brasov, Romania.

Petrescu, F.I., Petrescu, R.V., 2016a Otto Motor Dynamics, GEINTEC-GESTAO INOVACAO E TECNOLOGIAS, 6(3):3392-3406.

Petrescu, F.I., Petrescu, R.V., 2016b Dynamic Cinematic to a Structure 2R, GEINTEC-GESTAO INOVACAO E TECNOLOGIAS, 6(2):3143-3154.

Petrescu, F.I., Petrescu, R.V., 2014a Cam Gears Dynamics in the Classic Distribution, Independent Journal of Management & Production, 5(1):166-185.

Petrescu, F.I., Petrescu, R.V., 2014b High Efficiency Gears Synthesis by Avoid the Interferences, Independent Journal of Management & Production, 5(2):275-298.

Petrescu, F.I., Petrescu R.V., 2014c Gear Design, ENGEVISTA, 16(4):313-328.

Petrescu, F.I., Petrescu, R.V., 2014d Balancing Otto Engines, International Review of Mechanical Engineering 8(3):473-480.

Petrescu, F.I., Petrescu, R.V., 2014e Machine Equations to the Classical Distribution, International Review of Mechanical Engineering 8(2):309-316.

Petrescu, F.I., Petrescu, R.V., 2014f Forces of Internal Combustion Heat Engines, International Review on Modelling and Simulations 7(1):206-212.

Petrescu, F.I., Petrescu, R.V., 2014g Determination of the Yield of Internal Combustion Thermal Engines, International Review of Mechanical Engineering 8(1):62-67.

Petrescu, F.I., Petrescu, R.V., 2014h Cam Dynamic Synthesis, Al-Khwarizmi Engineering Journal, 10(1):1-23.

Petrescu, F.I., Petrescu R.V., 2013a Dynamic Synthesis of the Rotary Cam and Translated Tappet with Roll, ENGEVISTA  15(3):325-332.

Petrescu, F.I., Petrescu, R.V., 2013b Cams with High Efficiency, International Review of Mechanical Engineering 7(4):599-606.

Petrescu, F.I., Petrescu, R.V., 2013c An Algorithm for Setting the Dynamic Parameters of the Classic Distribution Mechanism, International Review on Modelling and Simulations 6(5B):1637-1641.

Petrescu, F.I., Petrescu, R.V., 2013d Dynamic Synthesis of the Rotary Cam and Translated Tappet with Roll, International Review on Modelling and Simulations 6(2B):600-607.

Petrescu, F.I., Petrescu, R.V., 2013e Forces and Efficiency of Cams, International Review of Mechanical Engineering 7(3):507-511.

Petrescu, F.I., Petrescu, R.V., 2012a Echilibrarea motoarelor termice, Create Space publisher, USA, November 2012, ISBN 978-1-4811-2948-0, 40 pages, Romanian edition.

Petrescu, F.I., Petrescu, R.V., 2012b Camshaft Precision, Create Space publisher, USA, November 2012, ISBN 978-1-4810-8316-4, 88 pages, English edition.

Petrescu, F.I., Petrescu, R.V., 2012c Motoare termice, Create Space publisher, USA, October 2012, ISBN 978-1-4802-0488-1, 164 pages, Romanian edition.

Petrescu, F.I., Petrescu, R.V., 2011a Dinamica mecanismelor de distributie, Create Space publisher, USA, December 2011, ISBN 978-1-4680-5265-7, 188 pages, Romanian version.

Petrescu, F.I., Petrescu, R.V., 2011b Trenuri planetare, Create Space publisher, USA, December 2011, ISBN 978-1-4680-3041-9, 204 pages, Romanian version.

Petrescu, F.I., Petrescu, R.V., 2011c Gear Solutions, Create Space publisher, USA, November 2011, ISBN 978-1-4679-8764-6, 72 pages, English version.

Petrescu, F.I. and R.V. Petrescu, 2005. Contributions at the dynamics of cams. Proceedings of the 9th IFToMM International Symposium on Theory of Machines and Mechanisms, (TMM’ 05), Bucharest, Romania, pp: 123-128.

Petrescu, F. and R. Petrescu, 1995. Contributii la sinteza mecanismelor de distributie ale motoarelor cu ardere internã. Proceedings of the ESFA Conferinta, (ESFA’ 95), Bucuresti, pp: 257-264.

Petrescu, FIT., 2015a Geometrical Synthesis of the Distribution Mechanisms, American Journal of Engineering and Applied Sciences, 8(1):63-81. DOI: 10.3844/ajeassp.2015.63.81

Petrescu, FIT., 2015b Machine Motion Equations at the Internal Combustion Heat Engines, American Journal of Engineering and Applied Sciences, 8(1):127-137. DOI: 10.3844/ajeassp.2015.127.137

Petrescu, F.I., 2012b Teoria mecanismelor – Curs si aplicatii (editia a doua), Create Space publisher, USA, September 2012, ISBN 978-1-4792-9362-9, 284 pages, Romanian version, DOI: 10.13140/RG.2.1.2917.1926

Petrescu, F.I., 2008. Theoretical and applied contributions about the dynamic of planar mechanisms with superior joints. PhD Thesis, Bucharest Polytechnic University.

Petrescu, FIT.; Calautit, JK.; Mirsayar, M.; Marinkovic, D.; 2015 Structural Dynamics of the Distribution Mechanism with Rocking Tappet with Roll, American Journal of Engineering and Applied Sciences, 8(4):589-601. DOI: 10.3844/ajeassp.2015.589.601

Petrescu, FIT.; Calautit, JK.; 2016 About Nano Fusion and Dynamic Fusion, American Journal of Applied Sciences, 13(3):261-266.

Petrescu, R.V.V., R. Aversa, A. Apicella, F. Berto and S. Li et al., 2016a. Ecosphere protection through green energy. Am. J. Applied Sci., 13: 1027-1032. DOI: 10.3844/ajassp.2016.1027.1032

Petrescu, F.I.T., A. Apicella, R.V.V. Petrescu, S.P. Kozaitis and R.B. Bucinell et al., 2016b. Environmental protection through nuclear energy. Am. J. Applied Sci., 13: 941-946.

Petrescu, F.I., Petrescu R.V., 2017 Velocities and accelerations at the 3R robots, ENGEVISTA 19(1):202-216.

Petrescu, RV., Petrescu, FIT., Aversa, R., Apicella, A., 2017 Nano Energy, Engevista, 19(2):267-292.

Petrescu, RV., Aversa, R., Apicella, A., Petrescu, FIT., 2017 ENERGIA VERDE PARA PROTEGER O MEIO AMBIENTE, Geintec, 7(1):3722-3743.

Aversa, R., Petrescu, RV., Apicella, A., Petrescu, FIT., 2017 Under Water, OnLine Journal of Biological Sciences, 17(2): 70-87.

Aversa, R., Petrescu, RV., Apicella, A., Petrescu, Fit., 2017 Nano-Diamond Hybrid Materials for Structural Biomedical Application, American Journal of Biochemistry and Biotechnology, 13(1): 34-41.

Syed, J., Dharrab, AA., Zafa, MS., Khand, E., Aversa, R., Petrescu, RV., Apicella, A., Petrescu, FIT., 2017 Influence of Curing Light Type and Staining Medium on the Discoloring Stability of Dental Restorative Composite, American Journal of Biochemistry and Biotechnology 13(1): 42-50.

Aversa, R., Petrescu, RV., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Chen, G., Li, S., Apicella, A., Petrescu, FIT., 2017 Kinematics and Forces to a New Model Forging Manipulator, American Journal of Applied Sciences 14(1):60-80.

Aversa, R., Petrescu, RV., Apicella, A., Petrescu, FIT., Calautit, JK., Mirsayar, MM., Bucinell, R., Berto, F., Akash, B., 2017 Something about the V Engines Design, American Journal of Applied Sciences 14(1):34-52.

Aversa, R., Parcesepe, D., Petrescu, RV., Berto, F., Chen, G., Petrescu, FIT., Tamburrino, F., Apicella, A., 2017 Processability of Bulk Metallic Glasses, American Journal of Applied Sciences 14(2): 294-301.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Calautit, JK., Apicella, A., Petrescu, FIT., 2017 Yield at Thermal Engines Internal Combustion, American Journal of Engineering and Applied Sciences 10(1): 243-251.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Velocities and Accelerations at the 3R Mechatronic Systems, American Journal of Engineering and Applied Sciences 10(1): 252-263.

Berto, F., Gagani, A., Petrescu, RV., Petrescu, FIT., 2017 A Review of the Fatigue Strength of Load Carrying Shear Welded Joints, American Journal of Engineering and Applied Sciences 10(1):1-12.

Petrescu, RV., Aversa, R.,  Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Anthropomorphic Solid Structures n-R Kinematics, American Journal of Engineering and Applied Sciences 10(1): 279-291.

Aversa, R., Petrescu, RV., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Chen, G., Li, S., Apicella, A., Petrescu, FIT., 2017 Something about the Balancing of Thermal Motors, American Journal of Engineering and Applied Sciences 10(1):200-217.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Inverse Kinematics at the Anthropomorphic Robots, by a Trigonometric Method, American Journal of Engineering and Applied Sciences, 10(2): 394-411.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Calautit, JK., Apicella, A., Petrescu, FIT., 2017 Forces at Internal Combustion Engines, American Journal of Engineering and Applied Sciences, 10(2): 382-393.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Gears-Part I, American Journal of Engineering and Applied Sciences, 10(2): 457-472.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Gears-Part II, American Journal of Engineering and Applied Sciences, 10(2): 473-483.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Cam-Gears Forces, Velocities, Powers and Efficiency, American Journal of Engineering and Applied Sciences, 10(2): 491-505.

Aversa, R., Petrescu, RV., Apicella, A., Petrescu, FIT., 2017 A Dynamic Model for Gears, American Journal of Engineering and Applied Sciences, 10(2): 484-490.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Kosaitis, S., Abu-Lebdeh, T., Apicella, A., Petrescu, FIT., 2017 Dynamics of Mechanisms with Cams Illustrated in the Classical Distribution, American Journal of Engineering and Applied Sciences, 10(2): 551-567.

Petrescu, RV., Aversa, R., Akash, B., Bucinell, R., Corchado, J., Berto, F., Mirsayar, MM., Kosaitis, S., Abu-Lebdeh, T., Apicella, A., Petrescu, FIT., 2017 Testing by Non-Destructive Control, American Journal of Engineering and Applied Sciences, 10(2): 568-583.

Petrescu, RV., Aversa, R., Li, S., Mirsayar, MM., Bucinell, R., Kosaitis, S., Abu-Lebdeh, T., Apicella, A., Petrescu, FIT., 2017 Electron Dimensions, American Journal of Engineering and Applied Sciences, 10(2): 584-602.

Petrescu, RV., Aversa, R., Kozaitis, S., Apicella, A., Petrescu, FIT., 2017 Deuteron Dimensions, American Journal of Engineering and Applied Sciences, 10(3).

Petrescu RV., Aversa R., Apicella A., Petrescu FIT., 2017 Transportation Engineering, American Journal of Engineering and Applied Sciences, 10(3).

Petrescu RV., Aversa R., Kozaitis S., Apicella A., Petrescu FIT., 2017 Some Proposed Solutions to Achieve Nuclear Fusion, American Journal of Engineering and Applied Sciences, 10(3).

Petrescu RV., Aversa R., Kozaitis S., Apicella A., Petrescu FIT., 2017 Some Basic Reactions in Nuclear Fusion, American Journal of Engineering and Applied Sciences, 10(3).

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Bucinell, Ronald; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017a Modern Propulsions for Aerospace-A Review, Journal of Aircraft and Spacecraft Technology, 1(1):1-8.

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Bucinell, Ronald; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017b Modern Propulsions for Aerospace-Part II, Journal of Aircraft and Spacecraft Technology, 1(1):9-17.

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Bucinell, Ronald; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017c History of Aviation-A Short Review, Journal of Aircraft and Spacecraft Technology, 1(1):30-49.

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Bucinell, Ronald; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017d Lockheed Martin-A Short Review, Journal of Aircraft and Spacecraft Technology, 1(1):50-68.

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017e Our Universe, Journal of Aircraft and Spacecraft Technology, 1(2):69-79.

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Corchado, Juan; Berto, Filippo; Mirsayar, MirMilad; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017f What is a UFO?, Journal of Aircraft and Spacecraft Technology, 1(2):80-90.

Petrescu, RV., Aversa, R., Akash, B., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 About Bell Helicopter FCX-001 Concept Aircraft-A Short Review, Journal of Aircraft and Spacecraft Technology, 1(2):91-96.

Petrescu, RV., Aversa, R., Akash, B., Corchado, J., Berto, F., Mirsayar, MM., Apicella, A., Petrescu, FIT., 2017 Home at Airbus, Journal of Aircraft and Spacecraft Technology, 1(2):97-118.

Petrescu, RV., Aversa, R., Akash, B., Corchado, J., Berto, F., Mirsayar, MM., Kozaitis, S., Abu-Lebdeh, T., Apicella, A., Petrescu, FIT., 2017 Airlander, Journal of Aircraft and Spacecraft Technology, 1(2):119-148.

Petrescu, RV., Aversa, R., Akash, B., Corchado, J., Berto, F., Apicella, A., Petrescu, FIT., 2017 When Boeing is Dreaming – a Review, Journal of Aircraft and Spacecraft Technology, 1(3).

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Corchado, Juan; Berto, Filippo; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017 About Northrop Grumman, Journal of Aircraft and Spacecraft Technology, 1(3).

Petrescu, Relly Victoria; Aversa, Raffaella; Akash, Bilal; Corchado, Juan; Berto, Filippo; Apicella, Antonio; Petrescu, Florian Ion Tiberiu; 2017 Some Special Aircraft, Journal of Aircraft and Spacecraft Technology, 1(3).

History of aviation, From Wikipedia, the free encyclopedia. Retrieved from: https://en.wikipedia.org/wiki/History_of_aviation

History of ballooning, From Wikipedia, the free encyclopedia. Retrieved from: https://en.wikipedia.org/wiki/History_of_ballooning

Airship, From Wikipedia, the free encyclopedia. Retrieved from: https://en.wikipedia.org/wiki/Airship

 

 

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