Research for a Uniform Quality Grading System for Tires VI. Comparison of the Effect of Front and Rear Wheel Drive Vehicles on Projected Tread Wear of a Tire

1971 ◽  
Vol 44 (4) ◽  
pp. 960-961 ◽  
Author(s):  
A. Kondo ◽  
F. C. Brenner
Keyword(s):  
Rear Axle ◽  
Rear Wheel ◽  
Front Axle ◽  
The Other ◽  
Grading System ◽  
Wheel Drive ◽  
Quality Grading ◽  
Rear Wheel Drive

Abstract The total number of miles that could be expected for a tire was projected and compared from a test involving two vehicles, one with a front axle drive and one with a rear axle drive. On the front axle drive vehicle the tires when changed by forward-X pattern each 1000 miles wore at twice the rate on the front wheels as on the rear; on the other vehicle they wore at about the same rate on both sets of wheels. The projected mileages for the tires on the two vehicles were 22,400 and 22,500 miles which is not appreciably different.

scholarly journals The structure, geometry, and kinematics of a universal joint

2019 ◽  
Vol 10 (8) ◽  
pp. 1713
Author(s):  
Florian Ion Tiberiu Petrescu ◽  
Relly Victoria Virgil Petrescu
Keyword(s):  
Rear Axle ◽  
Front Axle ◽  
Machine Building ◽  
The Other ◽  
Heavy Vehicles ◽  
Universal Joint ◽  
Wheel Drive ◽  
Structure Geometry ◽  
Mechanical Movement ◽  
Geometry And Kinematics

The paper briefly presents the geometry, structure, and kinematics of a universal joint, very commonly used in machine building, especially today for heavy and engine-driven vehicles and transmissions located in different areas as well as for all-wheel-drive vehicles. The universal joint, or the cardan cross, conveys the rotation movement from one bridge to the other (when the rotary shaft suffers both movements, upward and downward). The kinematic scheme of a cardan transmission is composed of two cardan shafts (one input and one output), both of which are equipped with a cardan cross (universal joint or universal joint). Between the two universal couplings, a further (additional) cardan shaft (axle) is mounted. This mechanism is designed to transmit the mechanical movement (within a vehicle) from one bridge to the other. If the vehicle's motor is on the front and with on the rear axle transmission, or vice versa when the vehicle's engine is on the rear and the transmission is on the front axle, or when we have multiple (multi-axle) transmission on heavy vehicles or 4x4 cars.

Development of the Control Strategy for an Innovative 4WD Device

2006 ◽  
Author(s):  
Federico Cheli ◽  
Paolo Dellacha` ◽  
Andrea Zorzutti
Keyword(s):  
Automotive Industry ◽  
Controller Design ◽  
Rear Wheel ◽  
Front Axle ◽  
Torque Distribution ◽  
Actuation System ◽  
Wheel Drive ◽  
Wet Clutch ◽  
The One ◽  
Engine Crankshaft

The potentialities shown by controlled differentials are making the automotive industry to explore this field. While VDC systems can only guarantee a safe behaviour at limit, a controlled differential can also increase the handling performance. The system derives from a rear wheel drive architecture with a semi-active differential, to which has been added a controlled wet clutch that directly connects the front axle and the engine crankshaft. This device allows distributing the drive torque between the two axles, according to the constraints due to kinematics and thermal problems. It can be easily understood that in this device the torque distribution doesn’t depend only from the central clutch action, but also from the engaged gear. Because of that the central clutch controller has to consider the gear position too. The control algorithms development was carried on using a vehicle model which can precisely simulate the handling response, the powertrain dynamic and the actuation system behaviour. A right powertrain response required the development of a customize library in Simulink. The approach chosen to carry on this research was the one used in automotive industry nowadays: an intensive simulation campaign was executed to realize an initial controller design and tuning.

Conceptual Designs of Strong Hybrid Vehicle Powertrains

2004 ◽  
Author(s):  
Gene Y. Liao ◽  
Trudy R. Weber ◽  
Shawn D. Sarbacker ◽  
Donald P. Pfaff
Keyword(s):  
Energy Recovery ◽  
Torque Converter ◽  
Hybrid Vehicle ◽  
Rear Wheel ◽  
Front Axle ◽  
Wheel Drive ◽  
Hybrid Powertrains ◽  
Conceptual Designs ◽  
Variable Transmission ◽  
Braking Energy Recovery

This paper describes four conceptual designs of strong hybrid vehicle powertrains. These concepts enable conversion of conventional powertrains into strong hybrid powertrains with minimal tear-up to the existing architecture. These concepts are configured as follows: (1) incorporates an electric machine attached to the front axle of a conventional rear-wheel-drive vehicle; (2) a Flywheel-Alternator-Starter (FAS) system with a motor placed between the torque converter and the transmission; (3) same as previous one but where the torque converter is replaced by a starting clutch; and (4) a dual mode Electric Variable Transmission (EVT). These concepts provide extensive hybrid functionality such as, electric motor-only drive; launch assist, braking energy recovery and regeneration. Simulation results indicate that the proposed strong hybrid concepts have the potential to provide fuel economy gains of 19% to 26% over conventional powertrains.

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