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Transmission, Driveline, Hybrid Drive engineering | Forum profile
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Forum profile page for Transmission, Driveline, Hybrid Drive engineering on http://www.eng-tips.com.
This report page is the aggregated overview from a single forum: Transmission, Driveline, Hybrid Drive engineering, located on the Message Board at http://www.eng-tips.com.
This forum profile page summarizes the general forum statistics such as: Users Activity, Forum Activity, and Top Authors, which are reported in either a table or graph below for a given reporting time period.
Additional forum profile information for "Transmission, Driveline, Hybrid Drive engineering" on the Message Board at http://www.eng-tips.com is also shown in the following ways:
1) Latest Active Threads
2) Hot Threads for Last Week
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Posting activity on Transmission, Driveline, Hybrid Drive engineering:
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Transmission, Driveline, Hybrid Drive engineering Posting activity graph:
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Top authors during last week:
user's latest post:
Dog Clutch Calculations
Published (2009-12-21 09:08:00)
Terry and Brian, Thanks for the response! It appears we may have some problem wiht the compressive / contact stress on our current dog clutch.I think the tooth depth is too small for starters. The curvic teeth is an interesting one, would greatly appreciate this information. Although I thought self centering was mainly associated planetary systems.. FYI, I have uploaded an interesting article downloaded from Timken regarding flexpin bearings...
user's latest post:
Dog Clutch Calculations
Published (2009-12-18 21:20:00)
morris9791, Dog clutch teeth are basically short, fat, cantilevered beams. You don't usually have a bending issue or a shear strength issue. So all you really need to worry about is surface contact fatigue and fretting. The contact condition under load is very similar to what you would have in a spline. The most difficult variable to establish for your contact loading is load...
user's latest post:
Dog Clutch Calculations
Published (2009-12-19 09:40:00)
The dog clutches that I'm familiar with are those in motorcycle transmissions. One consideration is the torque output of the engine; the other consideration is the impact loading that happens (more or less) in every gear change, including an allowance for "operator error". There is generally some flexibility built into the clutch hub and the drive sprocket at the rear wheel to cushion this to some extent, and the slight slack...
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Latest active threads on Transmission, Driveline, Hybrid Drive engineering::
Started 19 hours, 43 minutes ago (2009-12-22 17:46:00)
by GregLocock
( I vaguely remember that dislocations are propelled by strain changes, therefore the mean strain makes no difference for high cycle fatigue. This is borne out by the Bosch blue book, which always talks in terms of stress ranges. Low cycle fatigue is a different animal. , )
Started 4 days, 16 hours ago (2009-12-18 21:20:00)
by tbuelna
morris9791, Dog clutch teeth are basically short, fat, cantilevered beams. You don't usually have a bending issue or a shear strength issue. So all you really need to worry about is surface contact fatigue and fretting. The contact condition under load is very similar to what you would have in a spline. The most difficult variable to establish for your contact loading is load sharing among...
Started 3 months, 2 weeks ago (2009-09-09 23:17:00)
by GregLocock
( " Is this correct?" No But whether it'll make a significant difference is more to the point and frankly I don't think it will. , )
Started 1 month, 3 weeks ago (2009-10-27 00:37:00)
by patprimmer
( What does the std one weigh. What are you hoping to achieve. The factory engineers decided on the stock weight for a reason, and it was not to make the car heavier and use more iron or steel. The weight they choose is based on compromise between qualities working against each other. Only you can decide how much you want to change that overall compromise. , )
Started 1 month ago (2009-11-22 19:50:00)
by evelrod
Yes, the basic principals as I have never set one up. If you can, look at one...pretty simple, actually. http://www.crower.com/pdf/189-196.pdf Rod
Started 1 month, 2 weeks ago (2009-11-08 22:28:00)
by MikeHalloran
( I recall a positive- drive infinitely variable bicycle transmission, announced maybe 20 years ago in the mechanical fish wrappers. I think it used radially sliding teeth on the crank sprocket, and a regular chain and hub. I don't recall ever seeing one in person. If you want us to download and read something, at least do us the courtesy of providng a link. , )
Started 1 month ago (2009-11-23 12:32:00)
by BrianPetersen
Just because things "could" be interchangeable "in theory", i.e. if a concerted effort were made in order to cause them to be interchangable, doesn't mean they "will" be interchangeable. If there is no standard for the number of pin-outs on the ECU and what there assignments are, and the number of teeth on the crankshaft position sensor wheel, and the nature of the reference zero-position on ...
Started 1 month, 1 week ago (2009-11-14 02:51:00)
by dicer
I'd ask for the sample that cracked.
Started 2 months, 2 weeks ago (2009-10-03 21:14:00)
by ivymike
it's more typical for torque to be transmitted via friction in the joint than by shear in the fasteners (unless you want it to break). The fasteners smoosh the two parts together quite hard, and friction does the rest.
Started 2 months ago (2009-10-22 07:59:00)
by morris9791
Hi Guys, I forgot to add: Is just the total weight of the axle the normal way to size the mountings? The load case I used was stall torque; however this is an instantaneous application that will happen rarely. So I feel this approach may be overkill since the reaction forces I get from model are way bigger that that of axle weight alone. Any comments welcomed. Thanks Ed
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Hot threads for last week on Transmission, Driveline, Hybrid Drive engineering::
Started 4 days, 16 hours ago (2009-12-18 21:20:00)
by tbuelna
morris9791, Dog clutch teeth are basically short, fat, cantilevered beams. You don't usually have a bending issue or a shear strength issue. So all you really need to worry about is surface contact fatigue and fretting. The contact condition under load is very similar to what you would have in a spline. The most difficult variable to establish for your contact loading is load sharing among...
Started 19 hours, 43 minutes ago (2009-12-22 17:46:00)
by GregLocock
( I vaguely remember that dislocations are propelled by strain changes, therefore the mean strain makes no difference for high cycle fatigue. This is borne out by the Bosch blue book, which always talks in terms of stress ranges. Low cycle fatigue is a different animal. , )
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