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Components of a differential gearbox: two planetary bevel pinions, two satellite bevel pinions with their shaft and the plastic shell.
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![(a) Yield of a differential gearbox η d i with time t ∈ [ 0,1000 s ]...](publication/261521479/figure/fig3/AS:1088878693875721@1636620319092/a-Yield-of-a-differential-gearbox-e-d-i-with-time-t-0-1000-s-in-the-case-of-the_Q320.jpg)
In the automobile industry, the mechanical losses resulting from friction are largely responsible for various kinds of surface damage, such as the scuffing occurring in some mechanical assemblies. These scuffing processes seem to be due to a local loss of lubrication between certain mechanical elements of the same assembly, leading to a sharp incre...
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1D linear acoustic or gas-dynamics modelling of intake and exhaust systems is typically done during the early development stages of a vehicle in order to do quick sound design assessments. One of the components in the intake system of a turbocharged IC-engine is the charge-air-cooler (CAC). The CAC is positioned at the outlet of the compressor in o...
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... In the automobile industry, the mechanical losses resulting from friction are largely responsible for various kinds of surface damage, such as the scuffing occurring in some mechanical assemblies. These scuffing processes seem to be due to a local loss of lubrication between certain mechanical elements of the same assembly, leading to a sharp increase in the friction, which can lead to a surface and volume damage in some of them, and even can cause, in the worst case, the whole destruction of the mechanical system if it has continued to operate [14]. The frictional properties of smooth rubber substrates sliding against rigid surfaces covered with various densities of colloidal nano-particles (average diameter 77 nm). ...
Energy storing in compressed air form is taken up on per bar per cubic meter basis. Using this unit it is possible to assess the pneumatic ram's capacity to act as a prime mover of a vehicle, a lightweight two wheeler in our case. The path of transmission of forces will be having friction at many places. It depends on local relative velocity of contact surfaces and the forces against which they rub each other. The total losses will be the total frictional energy lost on the way from ram to road. In this work the frictional path diagram, used formulae, velocity dependence etc., are all taken into account. Lubrication aspects are deliberately dropped as any way they are going to be not the conventional lubricants used in engines where viscosity changes will play high role due to rise in temperature. Useful plots for understanding the comparative behaviour with petrol and Diesel engine are given. Other losses due to thermal cross flows with ambience temperatures generated gradients and leakages also play their role to account for total energy losses. These losses are not taken up in this work. Vehicles of multi cylinders can be also handled for friction loss calculations in a similar way. Authors experience at the need and deployment of a pressure booster for easy start and improved control of speed of the vehicle are also mentioned. A few frames of photos of the two-wheeler under fabrication are shared. On the whole, with nearly same losses of energy pneumatic drive of vehicles appears promising. Areas like high pressure technology, Frictional Losses and Efficiency Evaluation of A Pneumatically Driven Two-Wheeler No leak assurance or minimising leaks, highly selection sensitive lubricant usage will all make a hopeful future for Pneumatic ram driven vehicles from our preliminary study.
... The mechanical differential model only accounts for the losses in the final drive gear pair and not in the spider gears and in the constant-velocity joints. These assumptions are valid under the conditions of straight-line driving and total traction [22], reasonable for the type of research conducted here. ...
Keywords Electric vehicle propulsion systems and their energy storage, Electric propulsion systems for electric vehicles, Electrical machines and drive systems, Adjustable speed drives Abstract Battery electric vehicles (BEVs) have the potential to replace conventional vehicles, but the short driving range is currently limiting their diffusion. Using analytical methods this paper compares two electric powertrains with respect to energy consumption and efficiency: the standard single-motor architecture, derived from conventional internal combustion engine vehicles and equipped with a high-speed electric motor and a mechanical reduction system, versus the novel in-wheel direct drive topology. The potential benefits of a two-speed transmission to improve the driving range of battery electric vehicles are also studied. A backwards-simulation model from the wheels (load) to the battery (source) has been developed to simulate an EV during representative drive cycles. The results show superior performance of the in-wheel powertrain, which can provide up to 14% energy saving vs. the single-motor configuration thanks to the absence of mechanical transmission components and related power losses. Furthermore, the adoption of a two-speed gearbox on a single-motor electric vehicle doesn't provide any effective energy saving benefit versus a fixed reduction gear. On the contrary, it consumes more battery energy during urban driving, up to 7%, due to the lower efficiency of the multi-gear transmission compared to the single-speed type.
Mechanical losses in a vehicle can increase or decrease depending on different factors such as the type of fuel, atmospheric pressure, lubricant viscosity coefficient, among others; these in turn have a direct relationship with engine efficiency, so it is important to monitor them; there are several methods to evaluate mechanical losses; in the present investigation they were determined by applying the Morse and thermodynamic methods in a gasoline internal combustion engine. For this purpose, a 1,100 cc Kia Picanto vehicle was used; this study was carried out in the Laboratory of the Technology Transfer Center for Training and Research in Vehicle Emissions Control (CCICEV) of the National Polytechnic School (EPN), which is located in the city of Quito, which is at 2810 m above sea level and has an atmospheric pressure of 0.71 atm. The results obtained in this study are based on the initial operating conditions of the engine, such as temperature and pressure in the intake manifold. The data obtained from the mechanical losses with the Morse and thermodynamic methods show a variation of 1.1–3.9 hp.KeywordsMechanical lossesMorse methodThermodynamic method
An important challenge for vehicle designers is to ensure the greatest possible reduction of energy losses. This specific feature can be accomplished very early, at the stage of design and layout of new products. The objective of this paper is to present innovative, systematic and expanded methodology for research and diminishing of mechanical losses in vehicles. During the implementation of the structure analysis of different design options for new products, we assume main principles, the most important of which are the principles of simplicity and clarity. The improved methodology for decreasing mechanical losses in vehicles includes the following innovative stages: an upgraded design of gearboxes; a new approach for calculating the cardan shaft aiming to diminish its internal dynamic load; a new method for calculating the internal meshing of planetary gear trains with high efficiency. The stages mentioned are based on the research of the authors’ team. A considerable advantage of this methodology is its structure. The application of the methodology improved by the authors’ team enriches the procedures for multivariate design, for analysis and evaluation of conceptual design solutions and makes them more precise.
