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Wheel change
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Video Transmission
Video Gearbox-gripes
Video History 1
Video History 2
Video Var. Speed Gearbox 1
Video Var. Speed Gearbox 2
Video Var. Speed Gearbox 3
Video Var. Speed Gearbox 4
Video Var. Speed Gearbox 5
Video Light commercial veh.
Video Shift Possibilities
Video Gearshift Lever
Video Transmission (truck)
Video Ecosplit Gearbox
Video Gearshift (truck) 1
Video Gearshift (truck) 2
Video Truck Multi-axle Gearbox
Video Group/Splitter Gearb.
Video Gearbox Lubrication
Video Axilliary Drive
Video Retarder 1
Video Retarder 2
Video Retarder 3
Video Overdrive
Video Synchronising 1
Video Synchronising 2
Video Two-Shafts Gearbox
Video Gearbox (de)mounting 1
Video Gearbox (de)mounting 2
Video Front - Cross-engine
Video 3 Shafts (not coaxial)
Video Gear Shaft
Video Transmission Design
Video Tractive Power
Video Direct Shift Gearbox 1
Video Direct Shift Gearbox 2
Video Direct Shift Gearbox 3
Video Form. 1 Transmission
Video Motorcycle Gearbox

Video Transmission Ratio
Video Three-shafts Gearbox
Video Two-shafts Gearbox
Video Gear Spreading

Video Manual Gearbox 1
Video Manual Gearbox 2


          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Transmission Layout












Assignment

One gear speed more can have various advantages:
- better acceleration (figure 1),
- more tractive power on hills (figure 1),
- lower engine RPMs (figure 2),
- Protection of the engine (figure 2),
- lower noise development (figure 2),
- lower consumption (figure 2).

Function

These are two completely different approaches. In both cases the starting point is a four-speed transmission. We assume that this gearbox is combined with an engine with a nominal speed (RPMs at the maximum performance) of 5600 RPMs. The vehicle, in this case, should also be designed so that it reaches its maximum speed at these RPMs in fifth gear.

Now, in the left figure, the first - and the last gear are maintained and instead of two gears in between, there are now three. If the driver can change gear relatively quickly, the torque of the engine will be better applicable with this change. The maximum speed, and on level roads does not change much.

The right solution with a longer gear ratio in the highest gear helps a great deal here, now one can decide between using torque and performance, or for the protection of gears, engine and the saving of fuel by opting for a conservative driving manner.

There is another small advantage. Under favorable conditions, namely downhill highway driving without headwind, the maximum speed in the new fifth gear can be even higher than it was before. In general however, one must shift down into fourth gear to achieve the maximum speed. A different gear ratio simply cannot bring any more performance. 06/10






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Translator: Don Leslie - Email: lesdon@t-online.de

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