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The fundamentals of power train design constitute the central element of this chapter and serve as the basis for the methodological competence and system competence for vehicle transmissions. The chapter starts with a discussion of the forces on the vehicle and the composition of the traction demand. This is juxtaposed with the provision of torque of the power train. The relationship of these two factors, demand and traction force, will be shown for the case of driving at constant velocity, as well as for acceleration processes in Sects. 1.1 and 1.2.
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A detailed presentation and derivation can occur in a manner similar to what is shown in Sect. 2.2.
Here r dyn contains the slip between tires and the road surface.
Initially, at same speed; it changes in accordance with Eq. (1.17), as shown in Sect. 1.4.2.
the ICE drives the wheels directly, i ges = 1 applies.
The mean pressure is the work of one cycle divided by the displaced swept, and it is a direct measure of torque.
Only through more efficient combustion technology or charging additional potential can be used (the keyword is downsizing).
Consequently, from the fuel consumption perspective, higher spreads are required for engines with higher torque, see Sect. 1.5.
Clutch pedal side-step is the abrupt engaging of the clutch by laterally slipping the clutch foot off at high engine speed and concurrent full-load operation.
In accordance with Eq. ( 1.17) in addition to engine torque the deceleration of engine inertia must also be transferred.
In this example due to the signal processing of the wheel speeds in the brake control unit the velocity curve is shown with temporal delay. These delays are quite usual and are known; the additional effort of temporal synchronization through other measurement methods is usually not justified. These types of phenomena always occur and must be considered.
The ratio of the input and output speeds in the direction of force flow is also permitted.
In addition, transmissions can be designed with a gear ratio that can assume the value i = ∞, in other words, the output is at standstill with rotating input. These are referred to as geared–neutral transmissions.
This term originated in conjunction with inline transmissions and means that in the appropriate gears the speed on the transmission output is greater than the engine speed, i.e., in addition to the direct gear that is normally used ( i = 1) a stepping down ( i < 1) is used.
Or colloquially however v 1000.
- Core Task of Vehicle Transmissions
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