By David Crolla
A one-stop table Reference, for engineers concerned about motor vehicle layout and improvement; it is a booklet that won't assemble airborne dirt and dust at the shelf. It brings jointly the fundamental specialist reference content material from top overseas individuals within the box. fabric levels from uncomplicated to complicated subject matters from engines and transmissions to automobile dynamics and modelling.
* A hard-working table Reference, supplying all of the crucial fabric wanted via car Engineers on a day by day foundation.
* basics, key recommendations, engineering top perform and rules-of-thumb jointly in a single quick-reference sourcebook.
* Definitive content material via the best authors within the box.
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Extra info for Automotive Engineering: Powertrain, Chassis System and Vehicle Body
2. 5Â nominal shear stress at an angle of about 50 from the shaft axis. The authors have seen a number of failures at this location and angle. Cyclic stresses associated with torsional oscillations is an important consideration and as, even in the most carefully designed installation involving an internal combustion engine, some torsional oscillation will be present, it is wise to select a conservative value for the nominal (steady state) shear stress in the shaft. In view of the stress concentration inherent in shaft keyways and the backlash present that can develop in splined hubs, the use of keyless hub connection systems of the type produced by the Ringfeder Corporation are now widely used.
The resonant or critical frequency of torsional oscillation of this system is given by: 60 nc ¼ 2p sﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ Cc ðIe þ Ib Þ Ie Ib (1) If an undamped system of this kind is subjected to an exciting torque of constant amplitude Tex and frequency n, the relation between the amplitude of the induced oscillation q and the ratio n/nc is as shown in Fig. 1a-3. At low frequencies, the combined amplitude of the two masses is equal to the static deflection of the shaft under the influence of the exciting torque, q0 ¼ Tex =Cs .
1a-1 p factors Order 1 2 1 112 2 212 3. 08 from eq. (1), then to calculate the corresponding engine speed from: Nc ¼ nc =N0 (3) The stiffness of the connecting shaft between engine and dynamometer should be chosen so that this speed does not lie within the range in which the engine is required to develop power. In the case of large multicylinder engines, the ‘windup’ of the crankshaft as a result of torsional oscillations can be very significant and the two-mass approximation is inadequate; in particular, the critical speed may be overestimated by as much as 20 per cent and more elaborate analysis is necessary.
Automotive Engineering: Powertrain, Chassis System and Vehicle Body by David Crolla