Well in this case air but does it matter?
Also I do not see how your test applies. Think of it more as cutting the basketball in half, stapling it to the floor and then seeing how much pressure you can put in before the staples fail.
In thinking about this more it seems a better way to think about it is that the pressure at area of the base is pushing against the earth/pad/surface with that pressure over that area. Better?
So my partner and I have come to a little bit of a disagreement. He is generally the one to go to on topics of maths and physics but I am quite sure I got him on this one.
We are creating a dome form using a bladder shaped much like the red container in the image. It has a cylinder section...
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That only addresses one of the points I was trying to make but it still does not seem all encompassing. If we were able to imagine that header fixed absolutely completely hard at two or more locations then stiffer tubing would definitely apply more stress to areas in the component. But...
Thinner tubes will have less stress but how much stress metal can take is directly related to it's cross sectional area.
I can see how on longer piping like say a long runner header having thinner tubing being more flexible could allow movement over a long enough section of tubing could allow...
All of the tubing is the same material. The bends do pull and stretch the metal enough on this thick wall tubing that especially on the OD a piece cut in the middle of the bend will not line up perfectly with a straight piece of tube or another cut bend at a different angle.
I am curious if...
Mike I was thinking about bellows when compositepro mentioned Corrugated sheet metal but like you said bellows don't seem to last very long and are pretty guaranteed to be the place that fails if there is a failure which further makes me question the theory that thinner and more flexible is...
Unfortunately with something like a turbo manifold making things flexible isn't an option.You are constrained by the head flange connecting multiple cylinders at one end and the collector and flange at the other. Both fairly rigid and both heating and cooling at much different rates than the...
I guess I forgot to specify but primarily in regards to turbo manifolds and NA headers on ICE where the heat is highest and thermal fatigue most likely. Tubular welded.
If I am wrong I am looking for technical understanding of why which you repeatedly fail to give.
Welds usually tear where the tubing meets the weld. Sometimes it tears in the weld. Either way thicker tubing will have a thicker weld with more cross sectional area which should be more resistant...
In another thread we are discussing ideal materials for exhaust systems and in that thread tubing thickness came up but a lot of responses are saying that in regards to thermal fatigue cracking thinner tubing would be better. This seems backwards to me but I want more information and I thought...
Yes the thicker tube will push harder but it has more cross sectional area, strength and rigidity to resist that force. The thicker you make the walls of a soda can the more weight you can put on it before failure and the less likely it will be to fail. That is not really applicable to our...
Which is why I come here for answers and not car forums.
So say we have 900C EGTs, the header flange is going to stay much closer to say 200C pretty much no matter what. A thinner tubing will heat up to it's max temp furthest from mass like flanges, motors, turbos, etc much faster and will...
