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speed and load. * The high gear ratio means the lower is the reduction between the engine and the road wheels.
Conversely the lower the gear ratio means the greater is the reduction between the engine and road wheels. There will be power (energy) losses when using gear system to transmit the torque, which is due to many factors like, friction between gear teeth, the motion of lubricant in the gearbox, Output power = input power Output power = input power friction power Using the above equation we can obtain the gearbox efficiency at each shift. Terminology and defections: Te = engine torque (N m)
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http://www.thecartech.com/subjects/auto_eng/Gearbox_ratios2.htm
Ne = engine speed (rpm) ig = gearbox reduction ratio (1: ?.??? ) (ig1 = 1st gear reduction ratio, .) g = gearbox reduction efficiency (0.00) (g1=1st gear reduction efficiency, ) if = final drive ratio 1: (?.???) f = final drive efficiency (0.00) it = total power train reduction ration (ig if) (0.00) t = total drive efficiency (g f) (0.00) n = number of gear teeth rw = wheel radius (m)
The gear ratio (ig) of a gear train is the ratio of the angular velocity of the input gear Ne (engine side) to the angular velocity of the output gear Ng (propeller shaft and differential side), also known as the speed ratio of the gear train. Hence, ig = Ne/Ng The final drive ratio (if) of a differential unit of drive shaft is the ratio of the input angular velocity Ng (propeller shaft side) to the unit to the output velocity of the unit Nw (drive axle and drive wheels side). Hence, if = Ng/Nw The total drive ratio (it) of a vehicle is the ratio between the engine angular velocity Ne to the drive axle and driving wheel angular velocity Nw. Hence, it = ig if = (Ne/Ng) (Ng/Nw) = Ne/Nw Method of finding the gearbox ratios: a) From the car manuals. b) The gear ratio can be calculated: Directly from the number of teeth of the various gears that engage to form the gear train. The torque ratio of the gear train, also known as its mechanical advantage, is defined by
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Finding the gearbox reduction ratios: ig = (nD/nC) (nB/nA) = (nDnB) /(nCnA) = (the multiplication of driven gears teeth numbers) divided by (the multiplication of driving gears teeth numbers), for the manual gear reduction shift gear combination.
ig1 = (nD nE) / (nH nA), ig2 = (nC nE) / (nG nA), ig3 = (nB nE) / (nF nA), i4 = Direct drive = 1.00, igR = (nD nJ nE) / (nI nH nA) Finding the final drive ratio: By counting the number of teeth of crown and pinion gears.
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if = nC/nP c) Obtaining the reduction rations and efficiencies by carry on experiments: Method (I) (the units outside of the car): (A) Finding the gearbox (gear ratios (ig..) and shifts efficiency (g...) Torque Balance:
The gearbox reduction ratios can be found by experiment. Brief details are given below: Fix a pulley on the input shaft and another one on the output shaft. Place a chalk marks on the input and output pulley. Count the number of revolutions on the input pulley needed to complete one revolution of output pulley. Repeat for each gear ratio. ig = revolutions of input pulley / one revolution of output pulley The shift efficiencies can be found by the following experiment: Put a rope over each pulley and a) Balance the input and output weights attached to the ropes (no motion); g = output torque / (input torque ig) = (wo r) / (wi R ig) Repeat the procedure for each gear shift to get ig1, ig2, .. and g1, g2, ..
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http://www.thecartech.com/subjects/auto_eng/Gearbox_ratios2.htm
b) Using the work approach; Carry on the same last experiment with pulleys of same diameters. With the required gear shift selected, attach weights on the both the ropes of input (wi) and output pulleys (wo). Let the pulleys to rotate under the loads, measure the distances the input load (Li) and output load (Lo) moves from rest for a short period of time. Input work = Output work + Friction work Gearbox efficiency at that shift = Output work/Input work = Wout/ Win = (wo Lo)/(wi Li) Repeat the procedure for all shifts (B) Finding the final drive reduction ratio (if) and efficiency (f):
if = (revolution of input pulley C) / (revolutions of output pulleys A and B) = (revolutions of C) /(revolution of [A+B]/2) f = (output torque) / (input torque if) = (wo r) / (Wi R if) Method (II), (the unit inside of the car): A simple experiment may be carried out to determine a vehicle final drive ratio and the gearbox ratios. If a starting handle is not available, a spanner may be used on the nut fitted at the nose of the crankshaft and fan pulley. Procedure: 1- In case of rear wheel drive, chock the front wheels and jack up one rear wheel. In case of front wheel drive, chock the rear wheels and jack up one front wheel. Mark the jacked wheels tire and floor surface. 2- Select top gear. Rotate engine crankshaft until rear wheel had made exactly two revolutions. Note revolutions given to crankshaft. Final drive ratio (if) = number of turns of crankshaft 3- Select and engage first gear and repeat above procedure (2) and again note exact revolutions of crankshaft.
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Since the overall (total) reduction ratio it = ig if therefore: 1st gear ratio ig1 = (number of crankshaft revolution per two crankshaft rev)/ (final drive ratio if) 4- Repeat the procedure for the other gears. Note: When one wheel is raised off the road surface, and a standard type differential is fitted, the raised wheel will make double the normal number of revolutions. Tractive effort (TE) curves and road resistance: The tractive effort curves drawn in the opposite figure following the equations below: TE1 = Te it1 t1 / rw = [Te (ig1 if) (g1 f) / rw] (N) v1 = (2 Ne / it ) rw / 60 = [Ne rw / (9.55 it)] (m/s) =[0.377 Ne rw / it1 ] (km/h) The tractive effort vs. velocity curve obtained from the torque vs. rpm curve.
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