File Name: double reduction and twin speed final drive .zip
My invention relates to a drive unit and has particular reference to an improved type of drive unit which finds particular utility when employed as the final drive unit in such mechanisms as paper making machines and the like.
- DESIGN AND ANALYSIS OF A TWO STAGE REDUCTION GEARBOX
- S590 Two-Speed and Planetary Double Reduction Single Drive Axles
- Final Drive and Differentials
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DESIGN AND ANALYSIS OF A TWO STAGE REDUCTION GEARBOX
This invention relates to a manually operated twin layshaft gear transmission, particularly suitable for front- wheel drive vehicles. Most front-wheel drive vehicles have a transversely mounted engine and transmission for reasons of cost and design efficiency. Almost universally, the transmission is end mounted on the engine, and accordingly it is desirable to minimize the axial length so as not to impede suspension and steering components. However, in order to improve driveability and fuel efficiency of the vehicle, it is also desirable to increase the number of speed ratios. Generally speaking each extra ratio requires another pair of gears, and tends to increase the overall axial length of the transmission. It has been proposed to utilize twin layshafts in place of a conventional single layshaft.
A differential is a gear train with three shafts that has the property that the rotational speed of one shaft is the average of the speeds of the others, or a fixed multiple of that average. The following description of a differential applies to a traditional rear-wheel-drive car or truck with an open or limited slip differential combined with a reduction gearset using bevel gears these are not strictly necessary — see spur-gear differential :. Thus, for example, if the car is making a turn to the right, the main ring gear may make 10 full rotations. During that time, the left wheel will make more rotations because it has farther to travel, and the right wheel will make fewer rotations as it has less distance to travel. The sun gears which drive the axle half-shafts will rotate at different speeds relative to the ring gear one faster, one slower by, say, 2 full turns each 4 full turns relative to each other , resulting in the left wheel making 12 rotations, and the right wheel making 8 rotations. The rotation of the ring gear is always the average of the rotations of the side sun gears. This is why if the driven roadwheels are lifted clear of the ground with the engine off, and the drive shaft is held say, leaving the transmission in gear preventing the ring gear from turning inside the differential , manually rotating one driven roadwheel causes the opposite roadwheel to rotate in the opposite direction by the same amount.
S590 Two-Speed and Planetary Double Reduction Single Drive Axles
Like most things on modern automobiles, the simple piece of gearing known as a differential has seen constant refinement and experimentation - leading to a range of types each with their own advantages and disadvantages. The concept of the differential — that is, to allow wheels mounted on the same axle to rotate independently of each other — is an ancient design, with the first known instance of its use recorded in China during the 1 st millennium BC. But this was far from ideal as it meant they were underpowered and encountered frequent problems with traction on anything other than firm, level ground. Eventually this led to the development of the Open Differential before other more complicated types were developed to overcome more complex driving conditions. A differential in its most basic form comprises two halves of an axle with a gear on each end, connected together by a third gear making up three sides of a square. This is usually supplemented by a fourth gear for added strength, completing the square.
Final Drive and Differentials
The invention relates to multiple-ratio, automotive transaxles. I am aware of several automotive vehicle transaxle assemblies for use in front-wheel drive vehicles wherein the engine and the transmission are situated in transverse disposition with respect to the vehicle center line. A hydrokinetic torque converter is typically mounted on the engine axis, and the torque output shaft of the transaxle is mounted on an axis that is in spaced parallel disposition with respect to the engine axis.
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The tooth design is similar to the spiral bevel but includes some of the characteristics of the worm gear. This permits the reduced drive angle. The hypoid gear teeth have a more pronounced curve and steeper angle, resulting in larger tooth areas and more teeth to be in contact at the same time. With more than one gear tooth in contact, a hypoid design increases gear life and reduces gear noise. The wiping action of the teeth causes heavy tooth pressure that requires the use of heavy grade lubricants. In the final drives shown in figure , there is a single fixed gear reduction.
Not a MyNAP member yet? Register for a free account to start saving and receiving special member only perks. Figure 5. Integral to many automatic transmissions are hydraulic torque converters, which also provide significant torque multiplication under starting and low speed conditions.
Final drive: Final drive is a gear reduction unit in the power trains between the differential. Because the cutting deck ejects clippings, you get maximum capacity even on areas that are cut less frequently. Verify: Close the compass and use the floater to lock location and read current valve opening pressure setting. Both the differential and hydrostatic transmission are connected by an internal cavity. Instant Download. It is an internal cavity pressure test that uses a non-compressible pressuring liquid, a volumetric rod-type displacement-sensing device, and a calibrated test instrument to monitor the test pressure for leakage.
Double-Reduction Final Drive
Gear units from RENK boost the performance of simple marine propulsion systems thanks to a range of additional functions. The propeller speed is optimized and the transmission of power to the main engine is regulated. Maximum safety and minimal noise due to vibrations are paramount in the design of our gear units. The optimal fine adjustment of the macro- and microgeometry of the gear unit serves as the technical basis for this. The maintenance-free, reliable design fulfills the requirements of our customers.
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