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The problem involves analyzing a gear system within a truck, where a driving gear is powered by an engine with a specified torque, and various gears with known radii and properties are involved in transmitting this torque. The key tasks include calculating the moments of inertia of gears treated as solid cylinders, applying Newton's laws to deduce torques between gears, and determining the truck's speed based on gear ratios and RPM. The goal is to understand the mechanical advantage provided by the gear system and its impact on the vehicle's motion, as well as to infer the gear the truck is likely in based on typical transmission configurations.
Paper For Above instruction
Introduction
The analysis of gear systems within mechanical assemblies like automobile transmissions is fundamental in understanding the transmission of torque, rotational speeds, and ultimately vehicle motion. In this scenario, a complex gear train is embedded within a truck, with specified parameters such as gear radii, material densities, and engine torque. By utilizing principles from rotational dynamics, specifically moments of inertia and torque transmission, alongside kinematic relations, we can deduce the operational characteristics of the gear system and its implications on the vehicle's velocity and gear state.
Part A: Calculating the Moments of Inertia of Gears
Treating the gears as solid cylinders, the moment of inertia \( I \) for each gear is given by the formula:
\[ I = \frac{1}{2} M R^2 \]
where \( M \) is the mass and \( R \) is the radius. To find \( M \), we use the volume of the gear:
\[ V = \text{area} \times \text{thickness} = \pi R^2 \times \text{thickness} \]
and density \( \rho = 8050\, \text{kg/m}^3 \), leading to:
\[ M = V \times \rho = \pi R^2 \times \text{thickness} \times \rho \]
Converting the given radii to meters:
- Small gears: \( R_s = 5\, \text{cm} = 0.05\, \text{m} \)
- Large gears: \( R_l = 25\, \text{cm} = 0.25\, \text{m} \)
The thickness:
\[ t = 2\, \text{cm} = 0.02\, \text{m} \]
Calculating the masses:
- Small gear:
\[ M_s = \pi (0.05)^2 \times 0.02 \times 8050 \approx 0.127\, \text{kg} \]
- Large gear:
\[ M_l = \pi (0.25)^2 \times 0.02 \times 8050 \approx 31.78\, \text{kg} \]
Moments of inertia:
- Small gear:
\[ I_s = \frac{1}{2} M_s R_s^2 \approx 0.5 \times 0.127 \times (0.05)^2 \approx 0.000158\, \text{kg·m}^2 \]
- Large gear:
\[ I_l = 0.5 \times 31.78 \times (0.25)^2 \approx 0.5 \times 31.78 \times 0.0625 \approx 0.992\, \text{kg·m}^2 \]
Part B: Torque on the Large Central Gear
The engine applies a torque \( \tau_{engine} = 816\, \text{N·m} \). Since all gears rotate at constant angular velocity, and assuming ideal conditions without losses, the torque transmitted through the gears is conserved, minus any gear ratio effects.
For gears in contact, the relation between torques and radii is:
\[ \tau_{small} R_{small} = \tau_{large} R_{large} \]
Given the large and small gear radii:
\[ R_s = 0.05\, \text{m}, \quad R_l = 0.25\, \text{m} \]
The torque transmitted by the driving gear to the large gear:
\[ \tau_{large} = \frac{R_s}{R_l} \times \tau_{engine} \]
Calculate:
\[ \tau_{large} = \frac{0.05}{0.25} \times 816 = 0.2 \times 816 = 163.2\, \text{N·m} \]
Thus, the magnitude of the torque exerted on the large gear is approximately 163.2 N·m.
Part C: Torque from the Smaller Central Gear to the Large Gear
Suppose a smaller central gear interacts with the large gear through similar gear ratio principles, with the same radii as before. The torque transmitted from this small gear:
\[ \tau_{small} \times R_{small} = \tau_{large} \times R_{large} \]
Assuming no additional forces other than the gear contact, the torque exerted by the smaller gear:
\[ \tau_{small} = \frac{R_{large}}{R_{small}} \times \tau_{large} \]
Calculate:
\[ \tau_{small} = \frac{0.25}{0.05} \times 163.2 = 5 \times 163.2 = 816\, \text{N·m} \]
Interestingly, this matches the torque applied by the engine, consistent with gear ratio and torque amplification factors.
Part D: Vehicle Speed Calculation
The truck's wheel radius:
\[ R_{wheel} = 30\, \text{cm} = 0.3\, \text{m} \]
The angular velocity of the large gear:
\[ \omega_{large} = \frac{\tau_{engine}}{I_{large}} \text{; but given the constant RPM of drive gear, directly} \]
Alternatively, with the drive gear RPM:
\[ \text{RPM}_\text{drive} = 5000\, \text{RPM} \]
The linear velocity of the truck, assuming the large gear drives the wheels directly through gear ratios:
\[ v = R_{wheel} \times \omega_{wheel} \]
The wheel's rotational speed:
\[ \omega_{wheel} = \frac{\text{RPM}_\text{drive}}{\text{gear ratio}} \times \frac{2\pi}{60} \]
Assuming ideal gear ratio (from drive gear to wheel):
\[ \text{gear ratio} = \frac{R_{large}}{R_{wheel}} = \frac{0.25}{0.3} \approx 0.833 \]
Since RPM is for the drive gear:
\[ \omega_{wheel} = 5000 \times 0.833 \times \frac{2\pi}{60} \approx 5000 \times 0.833 \times 0.10472 \approx 436.7\, \text{rad/min} \]
Converting to meters per second:
\[ v = R_{wheel} \times \omega_{wheel} = 0.3 \times \frac{436.7}{60} \approx 0.3 \times 7.278 \approx 2.183\, \text{m/s} \]
Convert to mph:
\[ v_{mph} = 2.183 \times 2.237 \approx 4.88\, \text{mp/h} \]
Therefore, the truck moves approximately 4.9 miles per hour.
Part E: Likely Gear in the Transmission
Considering the high engine RPM (5000 RPM) and the resulting vehicle speed (~5 mph), the truck is probably in a low gear setting, such as first gear, which is designed for maximum torque and lower speeds. This is typical in heavy vehicles when starting to accelerate or climbing, where torque multiplication is vital. Therefore, the truck is likely in first gear.
Conclusion
This analysis demonstrates the importance of gear ratios in transmitting torque and speed from the engine to the vehicle's wheels. The calculated moments of inertia help understand the dynamics involved, while the torque transfer relations illustrate how mechanical advantage is achieved through gear systems. The vehicle speed derived from these parameters showcases the practical application of rotational dynamics in vehicle performance.
References
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