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Power Transmission and Gearing Systems
Published in Wei Tong, Mechanical Design and Manufacturing of Electric Motors, 2022
Bevel gears are conically shaped gears that transmit power between two intersecting orthogonal axles. Manufactured in pairs, they are widely used in the machine tools, mining machinery, aerospace equipment, robots, forklift trucks, boat actuators and propellers, high-speed offset printing, packaging machinery, polyethylene sheets, automobile differentials, and railroad transmissions. However, this type of gearing system provides limited gear ratios; the maximum gear ratio is about 10:1 per gear set. Moreover, bevel gears are not recommended at high operating speeds due to high noise.
Robotic Arm
Published in Ferat Sahin, Pushkin Kachroo, Practical and Experimental Robotics, 2017
This is also true for the entire gear train. We can find out the overall gear ratio for the entire gear train and then find out the overall velocity reduction (torque increase) for the gear in our robot. By having a gear train we can achieve very low overall gear ratio, since the overall gear ratio is just the product of all the gear ratios in the gear train, and very low gear ratio produces a high torque while reducing the output angular speed.
Transmission
Published in Andrew Livesey, Practical Motorsport Engineering, 2019
The gear ratio of any two meshing gears is found by the formula: Gear ratio=Number of teeth on driven gear / Number of teeth on driver gearThis is usually written=Driven / Driver
The effect of engine spin direction on the dynamics of powered two wheelers
Published in Vehicle System Dynamics, 2018
Matteo Massaro, Edoardo Marconi
Steady-state numerical simulations have been carried out to inspect the effect of engine rotation on the vehicle equilibria for speeds in the range 36–324 km/h (10–90 m/s). The ‘optimal’ gear ratio is engaged, i.e. the gear ratio that provides the maximum torque at the given speed. The effect of the direction of the engine rotation on the equilibrium roll angle is reported in Figure 3(a), for a lateral acceleration of 10 m/s2. The stepped behaviour of the the roll angle is explained as follows. The gyroscopic moment (6) goes with and thus remains constant when varying speed at constant lateral acceleration, since . When changing the gear ratio, there is a change in the engine inertia reduced at the rear wheel, in particular, the inertia reduces as taller gear ratios are engaged.