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Layshaft gearboxes
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
This takes from its splined end the drive from the clutch-driven member or centre plate. Supported by a rolling bearing in the front end of the gearbox casing and a spigot bearing in the engine flywheel, it carries the constant-mesh pinion for driving the layshaft. The pinion is also equipped with dog clutch teeth providing direct connection with the mainshaft dog clutch when fourth speed is engaged. This principle of utilizing a direct-drive top gear was first established by another famous French automotive pioneer, Louis Renault, in 1899. A spigot bearing is contained within the constant-mesh pinion to support the nose of the mainshaft.
Levers and moments, torque and gears
Published in Allan Bonnick, Automotive Science and Mathematics, 2008
The normal type of manually operated gearbox utilises an input shaft that is driven by the engine; this shaft is known as the first motion shaft. The first motion shaft meshes with a gear on another shaft, which is known as the layshaft. This first step is normally a gear reduction. The motion is then transmitted from another gear on the layshaft to a meshing gear on the third shaft; this third shaft is known as the main shaft.
Manual Transmission and Transaxles
Published in G. K. Awari, V. S. Kumbhar, R. B. Tirpude, Automotive Systems, 2021
G. K. Awari, V. S. Kumbhar, R. B. Tirpude
The sliding mesh gear box consists of a layshaft or countershaft. Gears mounted on the layshaft are fixed while on input shafts (driving shaft) they move or slide. Output shafts (driven shaft) have external splines and sliding gears have internal splines. Generally the sliding mesh gear box contains spur gears.
William Fairbairn: The Experimental Engineer: A Study in Mid 19th-Century Engineering
Published in The International Journal for the History of Engineering & Technology, 2020
The fact that Fairbairn continued to be involved with corn mills throughout his career tends to be over- looked in favour of his textile millwork. Byrom redresses this balance but again some caution is required in accepting Fairbairn’s own account of the part that he played in the development of the stone grinding mill. The introduction of the layshaft mill where a continuous shaft with bevel gears replaced the traditional pit wheel and vertical shaft with crown wheel has not been adequately researched.5 Fairbairn may have been an early exponent of this system but the transition was probably earlier and linked to the wider introduction of steam engines to drive corn mills. The layshaft mill also led to the concept of the modular stone unit replacing the structural hurst.6 Fairbairn’s modular mills were simply an elaboration upon this theme. The most common type of modular corn mill consisted of a cast–iron box bed, columns and an entablature frame which contained the shafts and gearing and supported the stones. Single units could be bolted together to give a multiple stone, in-line milling configuration that could be paralleled in larger mills. Many nineteenth-century millwrighting catalogues show this type of unit construction with only minor detail differences. Fairbairn’s version seems to have been confined to his own practice.
Vehicle dynamics control of an electric-all-wheel-drive hybrid electric vehicle using tyre force optimisation and allocation
Published in Vehicle System Dynamics, 2019
J. Velazquez Alcantar, F. Assadian
In Figure 3, represents the PS motor gear down ratio to the layshaft, is the gear ratio from the ring to the layshaft and is the PS final drive ratio. In Figure 4, represents the gear ratio from the balance shaft to the ring gears whereas is the TV gear down ratio to the balance shaft. Note that the zero junction to the left of the one junction represents the idler gear the sign of the speed changes while maintaining the same torque. The resulting bond graph models output ten state equations describing the dynamics of the system. The states and control inputs are given in Table 1 and dynamic equations are given as where the halfshaft torques are calculated as One of the benefits of the proposed TVeRAD is that the torque vectoring functionality is motor torque based rather than clutch-based – the torque vectoring functionality is achieved by applying a motor torque in the desired direction instead of slipping and locking a clutch. It has been shown that clutch-based torque vectoring has several drawbacks due to clutch torque capacity estimation and, most notably, energy losses due to heat generated by friction [8]. Therefore, it is expected that this approach will offer faster and smoother torque vectoring control