LEEVENSPARK

Universal Joints Universal joints are capable of transmitting torque and rotational motion from one shaft to another when their axes are inclined to each other by some angle, which may constantly vary under working conditions.  Universal joints are incorporated in the of vehicle's transmission system to perform three basic applications :  (a) Propeller shaft end joints between longitudinally front mounted gearbox and rear final drive axle.  (b) Rear axle drive shaft end joints between the sprung final drive and the unsprung rear wheel stub axle.  (c) Front axle drive shaft end joints between the sprung front mounted final drive and the unsprung front wheel steered stub axle. Universal joints have movement only in the vertical plane when they are used for lon­gitudinally mounted propeller shafts and transverse rear mounted drive shafts. When these joints have been used for front outer drive shaft they have to move in both the vertical and horizontal plane to accommodate both vertica

Straight Bevel Fig. 26.35. Straight bevel The main features of the bevel type of gear is illustrated in Fig. 26.35. The tapered teeth, generated from the centre, are machined on the case-hardened steel gears and then ground together to form a 'mated pair'. The position of the crown wheel relative to the pinion determines the direction of rotation of the axle shaft. If the crown wheel is fitted on the wrong side, which is possible on some vehicles, then this provides one forward and several reverse ratios. For correct meshing and for setting the clearance between the teeth (backlash), adjusters in the form of distance pieces, shims or screwed rings are used. When backlash is too small, expansion results due to heat and wear is caused by lack of lubrication. On the other hand excessive backlash produces slackness and noise. Each manufacturer recommends a suitable backlash, but it is generally in the region of 0.15 mm for cars and 0.25 mm for heavy vehicles.

Rear Axles Final-drive The rear axles final drive (i) transmits the drive through a angle of 90 degrees, and (ii) gears down the engine revolutions to provide a 'direct top' gearbox ratio. In the case of cars a final drive ratio of approximately 4 : 1 is used. Bevel or worn gears are employed to achieve the various functions of the final drive. 26.4.1. Bevel Gears Figure 26.34 illustrates the geometry of a bevel gear layout, which represents two friction cones 'A' forming the crown wheel and 'B' the pinion. For avoidance of slippage and wear, the apex of the pinion must coincide with the centre line of the crown wheel. The system with incor­rectly positioned pinion causes unequal . peripheral speeds of the crown wheel and pinion. It is necessary to mount the gear in the correct position so that angle of the bevel is governed by the gear ratio. => Types of Bevel Gear :- 1. Straight Bevel 2. Sprial Bevel => Hypoid Gear => Worm and Wheel Drive :- 1. Bevel

Torque-tube Drive This drive system is generally used in passenger cars and light commercial vehicles. Whereas the Hochkiss drive uses stiff springs to resist torque reaction and driving thrust, the torque tube drive permits the use of either 'softer' springs or another form of spring, like helical to perform their only intended duty so that a 'softer' ride is possible. Figure 26.30 illustrates a layout using laminated springs, which are connected to the frame by a swinging shackle at each end. A tubular member called torque-tube, encloses the propeller shaft and is bolted rigidly to the axle casing. The torque-tube is positioned at the front by a ball and socket joint, which is located at the rear of the gearbox or cross-member of the frame. Bracing rods are introduced between the axle casing and the torque tube to strengthen the arrangement. A small-diameter propeller shaft is installed inside the torque tube and splined to the final-drive pinion. A universal joint is

Four-link (Semi-Hotchkiss) Drive When helical springs are used in conjunction with a live rear axle, these springs cannot take driving and braking thrust, torque reaction or give lateral support to the rear axle. Therefore additional arrangements must be incorporated to meet these requirements. It may appear that the helical spring provides a reduction in the unsprung weight, but in practice when the weight of the additional locating arms and rods fitted to support this arrangement is added, the unsprung weight difference becomes very small. However, this layout allows for an accurate positioning of the axle which is an advantage. The rear axles is positioned by upper and lower trailing suspension arms in the four-link drive system layout as illustrated in Fig. 26.29.  These arms transmit driving thrust and prevent rotation of the axle casing. A transverse stabilizer, called a Panhard rod, connects the rear axle to the vehicle body and thereby controls sideways movement of the axle.

Rear-wheel Drive Arrangements The statement "every action has an equal and opposite reaction", means that every component that produces or changes a torque also exerts an equal and opposite torque tending to turn the casing. To understand the torque reaction consider the Fig. 26.25A, which represents a tractor with its rear driving wheels locked in a ditch. In this situation torque reaction is likely to lift the front of the tractor rather than turn the rear wheels. When the above principle is applied to rear axles, some arrangement must be provided to prevent the axle casing turning in the opposite direction to the driving wheels. A torque (t) applied to the wheel, which may be considered as a lever (Fig. 26.25B), produces a tractive effort (Te) at the road surface, and an equal and opposite forward force at the axle shaft. This driving thrust must be transferred from the axle casing to the frame in order to propel the vehicle. The maximum tractive effort is limited by the a

Transformers: Dark of the Moon Director Michael Bay returns to wreak more robotic mayhem in this third entry of the Transformers franchise. Penning the further adventures of the Autobots and Decepticons is Ehren Kruger , who co-wrote the second installment. Shia LaBeouf and Tyrese Gibson topline the film, with John Malkovich and Frances McDormand heading up the supporting cast. - Jeremy Wheeler, Rovi MPAA Rating : Not Yet Rated Genre(s): Action,Science Fiction Theatrical Release Date: 06/29/2011 Status : In Theaters Distributor(s): Paramount Director(s): Michael Bay Starring: Shia LaBeouf , Tyrese Gibson , John Malkovich , Frances McDormand , Ken Jeong Themes: Robots and Androids,Evil Aliens,Metamorphosis Tone: Menacing,Slick,Tense Keywords : astronaut,battle [war],moon,robot,transformation Country of Origin: USA (zz-zz-2012),USA (07-01-2011),USA - 3D (07-01-2011),USA - IM Language : English

Types of Front Hub Assembly The stub axle construction depends on whether it is a driving or non-driving hub. Non-driving Hub Figure 27.4A illustrates a typical bearing arrangement for a non-driving hub. This consists of a stub-axle, an externally cylindrical sleeve hub, a pair of taper-roller bearings, a grease-seal, a castellated adjustment nut and split-pin, a washer, and a dust-cap (Fig. 27.7). A centrally flanged cylindrical sleeve hub is fitted over small outer and large inner taper-roller bearings, which are supported on the stub axle. The hub is made of malleable iron or steel cast. The bearings are designed to absorb both radial and axial loads when assembled. The slackness between the taper rollers and the inner and outer races are taken up by spinning the hub assembly while at the same time tightening the adjustment nut until all the free lay has been taken up. The bearings are then preloaded by tightening the nut with a torque wrench to some predetermined torque setting. T

Front-wheel Toe-in or Toe-out Toe-in is the amount by which the front-wheel rims are set closer together at the front than at the rear with the wheels in straight ahead position when the vehicle is stationery (Fig. 26.16A). Alternatively, toe-out is the amount by which the front-wheels rims are set farther apart at the front than at the rear (Fig. 27.16B). Therefore in Fig. 27.16, toe-in =Tr-Tf and toe-out = Tf-Tr. Fig. 27.16. Steering toe-in and toe-out. Toe-in or toe-out compensates for movement within steering ball-joints, suspension rubber bush-joints, and any slight deflection of the track-rod arms or suspension arms when the vehicle is in motion. The objective of the non-parallel stationary alignment of the front steered wheels is for the toe-in or toe-out to be taken up when the vehicle is moving, so that both wheels run parallel under normal driving conditions. Toe-in neutralises the cone rolling effect of front wheels caused by camber angle. The amount of toe-in for any vehic

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