Designing of Chain Drive Mechanism 1
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Modern Design and Control of Automatic Transmission and The
Review Paper doi:10.5937/jaes13-7727 Paper number: 13(2015)1, 313, 51 - 59 MODERN DESIGN AND CONTROL OF AUTOMATIC TRANSMISSION AND THE PROSPECTS OF DEVELOPMENT Dejan Matijević The School of Electrical and Computer Engineering of Applied Studies, Belgrade, Serbia Ivan Ivanković* University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia Dr Vladimir Popović University of Belgrade, Faculty of Mechanical Engineering, Belgrade, Serbia The paper provides an overview of modern technical solutions of automatic transmissions in auto- motive industry with their influence on sustainable development. The objective of the first section is a structural view of specific constructions and control systems of presently used automatic transmis- sions, with emphasis on mechatronics implementation. The second section is based on perspectives of development, by integrating some branches of soft computing, such as fuzzy logic and artificial neural networks in order to create an optimal control algorithm for obtaining a contribution to fuel economy, exhaust emission, comfort and vehicle performance. Key words: Automatic transmission, Mechatronics, Automotive industry, Soft Computing INTRODUCTION which is depended by coefficient of friction and normal load on the drive axle. Lower limitation Almost all automobiles in use today are driven by is defined by maximal speed that vehicle can internal combustion engines, which are charac- reach. Shaded areas between traction forces terized by many advantages, such as relatively through gears are power losses. To decrease good efficiency, relatively compact energy stor- power losses and to be as closely as possible age and high power – to – weight ratio [07]. to the ideal traction hyperbola, the gearbox with But, fundamental disadvantages are: enough gear ratios is needed. -
Heavy Duty Automatic Transmission & Power Steering Fluid X-Changers
R Transmission fluid (inline or dipstick) and power steering fluid exchanging capabilities! Heavy Duty Automatic Transmission & Power Steering Fluid X-Changers P/N: 98018 P/N: 98020 P/N: 98019 P/N: 98021 TRANSMISSION (INLINE) TRANSMISSION (INLINE) TRANSMISSION TRANSMISSION (INLINE or Transmission fluid & POWER STEERING FLUID (INLINE or DIPSTICK) DIPSTICK) & POWER STEERING exchange through vehicle’s Multi-function service, Multi-method transmission Multi-function service, transmission cooler lines transmission fluid exchange fluid exchange: inline or transmission fluid exchange or patented integrated through the dipstick (inline or dipstick) or power steering exchange patented integrated power steering exchange ALL MACHINES INCLUDE: • Ability to select any fluid exchange • Large 2.5 GPM pump able to handle anything • Patented electronic measuring technology amount from 1 - 35 quarts from low-flow vehicles to trucks & buses • Fluid totalizer • Patented electronic measuring technology • ADD and REMOVE fluid features • Power loss memory • Fully interactive LCD control panel • SWITCH HOSES indicator & the • Pause function shows the technician everything going ability to switch flow direction on, taking out all the guesswork with the push of a button • Large 35 quart tanks 943067 2600 Jeanwood Drive • Elkhart, IN 46514 • Phone: 574-262-3400 • Toll Free: 800-303-5874 • www.flodynamics.com NEW Easy To Use LCD Control Panel! PERFORMANCE-DRIVEN HEAVY DUTY AUTOMATIC TRANSMISSION & POWER STEERING FLUID X-CHANGER BENEFITS Accurate sensor technology allows optimum fluid level to be maintained in vehicle’s transmission. Two in-line 22-micron absolute 1 2 3 + fluid filters capture microscopic ABC DEF ADD particles and contaminants. 4 5 6 _ Easy to use adapters allow quick hookup GHI JKL MNO REMOVE to virtually any automobile make and 7 8 9 model, saving time and money. -
Forklift Differentials
Forklift Differentials Forklift Differential - A mechanical device which could transmit rotation and torque through three shafts is known as a differential. At times but not at all times the differential would use gears and will operate in two ways: in automobiles, it provides two outputs and receives one input. The other way a differential works is to combine two inputs in order to produce an output that is the sum, average or difference of the inputs. In wheeled vehicles, the differential enables all tires to be able to rotate at various speeds while supplying equal torque to all of them. The differential is intended to drive a pair of wheels with equivalent torque while enabling them to rotate at various speeds. While driving around corners, a car's wheels rotate at different speeds. Several vehicles such as karts operate without using a differential and use an axle instead. If these vehicles are turning corners, both driving wheels are forced to spin at the same speed, normally on a common axle which is driven by a simple chain-drive mechanism. The inner wheel should travel a shorter distance compared to the outer wheel while cornering. Without using a differential, the effect is the outer wheel dragging and or the inner wheel spinning. This puts strain on drive train, causing unpredictable handling, difficult driving and damage to the tires and the roads. The amount of traction necessary to move the car at whichever given moment depends on the load at that moment. How much drag or friction there is, the car's momentum, the gradient of the road and how heavy the automobile is are all contributing factors. -
Analysis and Simulation of a Torque Assist Automated Manual Transmission
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by PORTO Publications Open Repository TOrino Post print (i.e. final draft post-refereeing) version of an article published on Mechanical Systems and Signal Processing. Beyond the journal formatting, please note that there could be minor changes from this document to the final published version. The final published version is accessible from here: http://dx.doi.org/10.1016/j.ymssp.2010.12.014 This document has made accessible through PORTO, the Open Access Repository of Politecnico di Torino (http://porto.polito.it), in compliance with the Publisher's copyright policy as reported in the SHERPA- ROMEO website: http://www.sherpa.ac.uk/romeo/issn/0888-3270/ Analysis and Simulation of a Torque Assist Automated Manual Transmission E. Galvagno, M. Velardocchia, A. Vigliani Dipartimento di Meccanica - Politecnico di Torino C.so Duca degli Abruzzi, 24 - 10129 Torino - ITALY email: [email protected] Keywords assist clutch automated manual transmission power-shift transmission torque gap filler drivability Abstract The paper presents the kinematic and dynamic analysis of a power-shift Automated Manual Transmission (AMT) characterised by a wet clutch, called Assist-Clutch (ACL), replacing the fifth gear synchroniser. This torque-assist mechanism becomes a torque transfer path during gearshifts, in order to overcome a typical dynamic problem of the AMTs, that is the driving force interruption. The mean power contributions during gearshifts are computed for different engine and ACL interventions, thus allowing to draw considerations useful for developing the control algorithms. The simulation results prove the advantages in terms of gearshift quality and ride comfort of the analysed transmission. -
Technical Engineering Guide
TTEECHCHNINICALCAL EN ENGGINEEINEERRININGG 89 www.diamondchain.com TECHNICAL ENGINEERING General Drive Considerations One of the main advantages of the roller chain drive is its ability to perform well under widely varying conditions. Despite this ability, there are a number of rules of good design practice which, if considered early in the design pro- cess, will enable the user to obtain desirable results. Basic dimensions and minimum ultimate tensile requirements for single-pitch, double-pitch and attachment roller chains are specified by various standards organizations worldwide. ASME/ANSI, The American Society of Mechanical Engineers and The American National Standards Institute, defines dimensions such as: pitch, roller width, roller diameter, link plate height, link plate thickness and pin diameter. The primary purpose of the standard is to ensure that manufacturers will produce chains and sub-assemblies that are similar dimensionally and therefore interchangeable. In addition, the standard does offer the user some assurance of quality by defining a minimum ultimate tensile strength for each model of chain. However, tensile strength is not always a valid method to differentiate one manufacturer’s product from another. It is very important to remember that dimensional standardization does not define quality or performance characteristics. Minimum Ultimate Tensile Strength: Minimum Ultimate Tensile Strength, MUTS, is the static load required to break the chain. Tensile strength values shown in this catalog are not allowable working loads. Load or tension applied 1 to the chain in service should never exceed ⁄6 th of the UTS. If exceeding this value is necessary for a specific applica- tion, contact Diamond Chain. -