I once tried to do tests on a Mustang dyno, with the vehicle speed near zero (less than walking speed), and the combustion engine operating near full torque, holding the clutch at its friction point.
That did not go well; I tripped the overload protection of the dyno and the rollers went free.
I have used tolerance rings a few times; the waves are not necessarily equal all around, and there is a necessarily a gap between both ends of the metal strip, so these factors will result in some eccentricity, which may affect your shaft centre distance.
Also, the tolerance ring is springy, so...
...and I was running alongside looking at the engine, the engine didn't appear to rock. A chassis-mounted camera would have been better, of course.
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I have more or less come to the conclusion that I'll only be able...
Well now it's two engines (on two different platforms), but the engines are similar. They are 1L, 2 cylinders, 4-stroke, idle around 1500 RPM, rev limit around 8000.
With the OEM calibration, cruise was in the 4000+ RPM range, but some users could perceive this as buzzy/unpleasant. I am trying...
After a few weeks on another project, I was able to return to this topic!
Varying the CVT ratio didn't have much effect on the shuffle.
Yes, it seems to be related to this!
The engine calibration has an Eco/Sport mode selection. Changing between those two calibrations (presumably with some...
In a semi-related topic, an overly sensitive throttle and strong engine can cause driver-induced oscillations, where acceleration causes the driver's foot to lift off the pedal, then the wheel torque is reduced, the driver's foot falls backs on the pedal, and so on. This can be worse on bumpy...
What are you getting at with the powertrain configuration?
The number of gear reductions, shafts, joints, and opportunities for backlash?
Whether the torque that acts on the engine mounts is equal to engine torque, or if it is also multiplied by the transmission and/or final drive?
I don't...
Good guess! It's happening at about 2.5 Hz.
I don't have direct access to the tonewheel sensors, only through their respective modules and the CAN bus, but since the oscillation is a fairly slow phenomenon, the speed information available through the CAN bus might be fast enough.
Suppression...
I think this is called "shuffle".
The nearly brand-new vehicle did not oscillate with its factory transmission.
When we fitted a prototype transmission (also a CVT) to it, the oscillations appeared. Nothing else changed; same engine/diff mounts, same tires, same half-shafts, etc. I have full...
Sometimes, when driving slowly with near-zero torque (torque converter locked up), there can be an unpleasant bucking sensation in the car as the engine inertia oscillates with the driveline lash and compliance.
I do not think that consumers would accept this behaviour anymore.
How are these...
...in direction.
Because the helical gear is wiping across the face of the spur gear, there is also a friction force equal to the normal force * friction coefficient. The direction of the friction force is in the same direction as the relative rubbing at the contact point. Again, in accordance...
Is this meant for regular slippage, or only intermittent duty as a "fuse"?
For intermittent duty, you may consider a tolerance ring. The tolerance ring uses grease on the friction surface, so you don't have to worry about grease contamination.
I would look into making the pedal longer if possible, to increase the travel of the pedal. Or, arrange the pedal such that it swings through a greater angle.
It is possible that it's the peak force which is tiring, not the work.
Performing the same work, but over a greater distance may be...
I work for an automotive (mostly) tier 1 supplier, so I am aware of the need for poka-yokes and the trouble that complicated designs/procedures can bring to production.
I was a child in the 90s, so I don't know much about that era, besides what I've been able to pick up doing...
Were wheels produced with a single (nominal) dimension of runout (perhaps optimized for a certain statistical variation of tire uniformity), or were there different part numbers, with each part number having a slightly different runout dimension?
...moves, but the lug holes do not, then that offset would created unwanted stresses in the lug studs.
Were the lug nut seats flat in this idea?
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If a wheel's off-centre bore was matched to an eccentric tire, you would never be able to (sensibly)...
So, if I understand correctly, the forging vendor is not responsible to meet the 50-60 HRC core hardness requirement which exists only on the finished part print.
I agree with the interpretation of your vendor of checking surface hardness.
It sounds like your print didn't adequately describe the part you need, so you received something slightly different than your expectations.
...as MintJulep suggested.
Then, make a free-body diagram of the clamp piece, and work out how much screw force you need to keep things in place.
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I often use this screw torque-tension chart...
