- #1
thender
- 39
- 0
Hello,
As I understand it there is an equal and opposite reaction for every mechanical action. In the case of a vehicle drivetrain the engine generates a torque at the flywheel or flex plate which becomes an input to the transmission and ultimately the wheels.
The rollong resistance of the wheels determines how strong the reaction is. If the vehicle has four flat tires it will be a lot. If the vehicle is coasting at 100 mph it may be very little.
If all brakes are applied the full torque of the engine will be reacted back and should be like a force that provokes the engine to spin in the opposite direction.
Normally because of gear reduction and low vehicle load and engine weight the engine would not spin about the drivetrain.
Unlike a drill, if the drill bit seizes in the work piece it can twist the whole drill around taking the operator with it.
Impact wrenches decouple the torque reaction by design or the force would probably injure people.I believe the engine mounts act as springs that absorb and resist some of the torque reaction under load.
I am concerned with this idea however. While the engine is rotating in place and deflecting its mounts the drivetrain does not turn or turns more slowly.
Once the mounts hit their mechanical limits the engine has more resistance to torque and stops rotating, power builds and the drivetrain gets going and develops inertia. The mounts become unloaded again. Now as the load builds on the engine it begins to turn and compress the mounting system.
In this way if the mounts are not sufficiently rigid a kind of stick slip or oscillation of engine output power can occur which will be bad for friction clutches.
If a hooke's joint is used the deflection of the mounts may change the front driveshaft working angle and cause a binding or oscillating torque perhaps.How about it? What is the role of engine mounting in the task of powertrain clutch engagement?Thanks,
-Andrew
As I understand it there is an equal and opposite reaction for every mechanical action. In the case of a vehicle drivetrain the engine generates a torque at the flywheel or flex plate which becomes an input to the transmission and ultimately the wheels.
The rollong resistance of the wheels determines how strong the reaction is. If the vehicle has four flat tires it will be a lot. If the vehicle is coasting at 100 mph it may be very little.
If all brakes are applied the full torque of the engine will be reacted back and should be like a force that provokes the engine to spin in the opposite direction.
Normally because of gear reduction and low vehicle load and engine weight the engine would not spin about the drivetrain.
Unlike a drill, if the drill bit seizes in the work piece it can twist the whole drill around taking the operator with it.
Impact wrenches decouple the torque reaction by design or the force would probably injure people.I believe the engine mounts act as springs that absorb and resist some of the torque reaction under load.
I am concerned with this idea however. While the engine is rotating in place and deflecting its mounts the drivetrain does not turn or turns more slowly.
Once the mounts hit their mechanical limits the engine has more resistance to torque and stops rotating, power builds and the drivetrain gets going and develops inertia. The mounts become unloaded again. Now as the load builds on the engine it begins to turn and compress the mounting system.
In this way if the mounts are not sufficiently rigid a kind of stick slip or oscillation of engine output power can occur which will be bad for friction clutches.
If a hooke's joint is used the deflection of the mounts may change the front driveshaft working angle and cause a binding or oscillating torque perhaps.How about it? What is the role of engine mounting in the task of powertrain clutch engagement?Thanks,
-Andrew