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The opposed-piston internal combustion engine is making a comeback.
Though we think of the computer as a distinctly 20th Century invention, Charles Babbage designed several precursors way back in the early 1800s.
Large marine gearboxes. More than a year in production, each weighing 125,000 pounds, the gearboxes were for U.S. Navy amphibious ships, for combining the power of 10,000 hp diesel engines to drive propeller shafts. They were also the last major gear products shipped from Philadelphia Gear Corp.â€™s King of Prussia factory.
A gearbox that absorbs 30 percent of external forces, transmits power from two engines operating at different speeds, and uses gears that meet several design and specification standards at the same time...
Richard Spens has been rebuilding antique machine tools for nearly a decade. He is drawn to the ornate architecture and fascinated by the open design that allows you to see inside a machine as it operates. "Working with machines has been a lifelong thing with me," said Spens, now a design engineer. "I started building steam engines when I was 10 years old." What he's working on now, however, is bigger than any steam engine or machine tool. In rural Livonia, Michigan, Spens is converting an old dairy barn into an accurate recreation of a turn-of-the-century, belt driven gear shop. It's an outgrowth of his interest in antique machine tools and, he feels, a way to stem the tide that is costing America so many manufacturing and skilled trade jobs.
With the ongoing push towards electric vehicles (EVs), there is likely to be increasing focus on the noise impact of the gearing required for the transmission of power from the (high-speed) electric motor to the road. Understanding automotive noise, vibration and harshness (NVH) and methodologies for total in-vehicle noise presupposes relatively large, internal combustion (IC) contributions, compared to gear noise. Further, it may be advantageous to run the electric motors at significantly higher rotational speed than conventional automotive IC engines, sending geartrains into yet higher speed ranges. Thus the move to EV or hybrid electric vehicles (HEVs) places greater or different demands on geartrain noise. This work combines both a traditional NVH approach (in-vehicle and rig noise, waterfall plots, Campbell diagrams and Fourier analysis) - with highly detailed transmission error measurement and simulation of the complete drivetrain - to fully understand noise sources within an EV hub drive. A detailed methodology is presented, combining both a full series of tests and advanced simulation to troubleshoot and optimize an EV hub drive for noise reduction.
A best practice in gear design is to limit the amount of backlash to a minimum value needed to accommodate manufacturing tolerances, misalignments, and deflections, in order to prevent the non-driving side of the teeth to make contact and rattle. Industry standards, such as ANSI/AGMA 2002 and DIN3967, provide reference values of minimum backlash to be used in the gear design. However, increased customers' expectations in vehicle noise eduction have pushed backlash and allowable manufacturing tolerances to even lower limits. This is especially true in the truck market, where engines are quieter because they run at lower speeds to improve fuel economy, but they quite often run at high torsional vibration levels. Furthermore, gear and shaft arrangements in truck transmissions have become more complex due to increased number of speeds and to improve efficiency. Determining the minimum amount of backlash is quite a challenge. This paper presents an investigation of minimum backlash values of helical gear teeth applied to a light-duty pickup truck transmission. An analytical model was developed to calculate backlash limits of each gear pair when not transmitting load, and thus susceptible to generate rattle noise, through different transmission power paths. A statistical approach (Monte Carlo) was used since a significant number of factors affect backlash, such as tooth thickness variation; center distance variation; lead; runout and pitch variations; bearing clearances; spline clearances; and shaft deflections and misalignments. Analytical results identified the critical gear pair, and power path, which was confirmed experimentally on a transmission. The approach presented in this paper can be useful to design gear pairs with a minimum amount of backlash, to prevent double flank contact and to help reduce rattle noise to lowest levels.
First, the facts: powder metallurgy is a cost-effective method of forming precision net-shape metal components that allows for more efficiently designed products. It saves valuable raw materials through recycling and the elimination of costly secondary-machining. PM competes with wrought steel gears as the technology continues to advance. You'll find PM components in everything from automobile transmissions to aircraft turbine engines, surgical equipment and power tools.
Gear designers face constant pressure to increase power density in their drivetrains. In the automotive industry, for example, typical engine torque has increased significantly over the last several decades. Meanwhile, the demands for greater fuel efficiency mean designers must accommodate these increased loads in a smaller, more lightweight package than ever before. In addition, electric and hybrid vehicles will feature fewer gears, with fewer transmission speeds, running at higher rpms, meaning the gears in those systems will have to endure life cycles far beyond what is typical with internal combustion engines.
News Items About engines
1 Sunnen's SV-310 Bore Sizing System Designed for Small Engines, Compressors (August 21, 2007)
Sunnen's new SV-310 vertical CNC honing system combines a choice of tooling options, large work envelope, and 762mm/30" str... Read News