Running Test Results Research Articles

Conical Involute Gear : Part 3. Tooth Action of a Pair of Gears

When a pair of conical involute gears transmit a rotational motion between two shafts whose axes intersect, the deviation of a shaft angle, a small offset between two shafts, and errors of mounting distances of the gears do not affect accuracy and uniformity of the transmitted motion. For easy understanding of this ability of the conical gears, this paper first describes results of running tests on a tooth bearing and an angular velocity ration, which verify this ability of the conical gears experimentally. Second it studies a theory of a gear tooth action which proves this ability theoretically. Furthermore, a contact ration and a relative curvature at a point of contact between tooth surfaces are described, and the tooth bearing is analyzed. Finally hertzian contact ellipse and the maximum contact stress are obtained.

An exploratory investigation of the wear of ski soles on artificial ski slopes

Using a simple service simulation test an exploratory investigation of the wear of ski soles on an artificial ski slope is reported. From the results of dry running tests, lubricated tests, wear measurements and friction and temperature measurements it appears that frictional heating and its control is the dominant factor in ski sole wear.

The Use of Alternators on British Passenger Cars

The need for generators of higher output ratings and improved performance at low engine speeds has resulted in the development and growing employment of alternators for battery charging systems on British passenger cars. This paper discusses some theoretical and practical problems in the specification, design and application of such alternators. Part 1 covers the method of assessing the ‘Effective Output’ of an alternator by means of engine time-speed histograms, and shows the way in which this effective output is influenced by the drive ratio of the alternator. Empirical rules are put forward for deciding the effective output needed for a car with given electrical loading, and correlation is shown to exist between the empirical assessment and the results of practical vehicle running tests. The manner in which the alternator characteristics can be modified by the designer within a given overall size of machine, and the influence upon the effective output of such changes, are discussed. Part 2 surveys the practical experience gained to date by the authors' company in the use of alternators on British passenger cars. The reasons leading to the present standard fixing arrangements for alternators arc described, together with suggested designs for the alternator mounting bracket which forms part of the engine. The different forms of noise emanating from an alternator are discussed. The practical implications of achieving the desirable drive ratios lead to the conclusion that improved performance of the conventional belt drive arrangement will become necessary. The paper concludes with some remarks on the philosophy of warning light indication, and describes some systems which meet the present requirements.

球軸受保持器材料に関する研究（第2報）各種の保持器材料を用いた球軸受の回転試験結果

球軸受保持器材料に関する研究（第2報）各種の保持器材料を用いた球軸受の回転試験結果

On the Treatment of the Vibration Charts of Railroad Vehichles : Part 2. Research for the Characteristics of Acceleration to Running Speed of Cars

One of the most important results of running test of railway cars is that amplitude or acceleration of vibration ξ has complete reproducibility and is a function of the running speed V, the character of the car K and the bed parameter x ; that is, ξ=f (V, K, x). Treating the vibration charts, we cannot infer the vibration characteristics of cars, such as the relation between ξ and V, by means of the incomplete scatter diagrams, which have been used as a conventional method. So the writer plots the complete scatter diagrams of ξ to V by all the waves of vibration charts, and obtaining the curves of regression we can consider the curves as the running characteristics of cars. Requiring the curves of cars by the above method, the writer find out that the resonance speeds are explained well by the natural periods obtained by means of Part 1.