The reciprocating motion is converted into rotary motion of the crankshaft using the connecting rods. The Rotary motion is transmitted to the flywheel, which is attached to the crankshaft output shaft.
When the clutch pedal is pressed, the hydraulic pressure from the clutch reservoir forces the pressure plate to move against the rotating flywheel. When the pedal is released the pressure plate moves toward clutch plate, and power from engine gets connected. A typical automobile gearbox consists of main shaft,lay shaft ,dog clutch and the selector mechanism.
The gears on the main shaft are directly engaged to the gears on the layshaft and rotate with them. The main shaft gears do not transmit power to the main shaft, as they are mounted over the bearings. The Power transmission is done using the dog clutches, which are directly mounted on the main shaft, and are able to move left or right, to engage with different gears on the main shaft and attain motion accordingly.
Different torque or speed variations are obtained by engaging the gears on the main shaft using the selector mechanism. When the first gear is selected using the selector mechanism, the dog clutch shifts towards its left , engaging with the first gear.
The power is thus transmitted from the gearbox input shaft tothe layshaft 1st gear, and from there to 1st gear on the main shaft and finally to gearbox output shaft. Since the diameter of the first gear is comparitively biger speed reduces, but torque is increased. In the second gear the dog clutch moves to its right, engaging with the second gear on the main shaft, and thus another gear ratio is obtained with increase in speed and decrease in torque.
In third gear, thje second dog clutch moves to its left to mesh with the 3rd gear on the main shaft. The speed further increase with subsequent decrease in torque.
To engage fourth gear the dog clutch moves to the right and meshes with the 4th gear on the main shaft. To achieve 5th gear the third dog clutch moves to its left to mesh with with the 5th gear on the main shaft. In this highest speed is achieved, but the torque is very less. Toe engage reverse gear, the third dog clutch moves to its right to mesh with the reverse gear on the main shaft which rotates in reverse direction using an idle gear, and thus reverse motion is transferred to the gearbox output shaft.
The motion obtained at the gearbox output shaft through different gearing arrangements is then transferred to the differential. From the differential the power is finally transmitted to the wheels via the axle. Modern formula 1 cars use highly automated sequential gearbox system which allows them to shift seamlessly with ease.
The steering wheel on a F1 car has two gear levers, one for the upshift and the other for the downshift alongwith two clutch levers. As a car-obsessed petrol head, I would count the gear changes until it was just a blur of sound. The speed at which the gears change is incredible. F1 cars change gears through a semi-automatic sequential transmission. The onboard computer changes gears on behalf of the driver. Gear selection is made through a paddle situated behind its steering wheel, and the driver can select the left paddle to shift up or the right-hand paddle to shift down.
The high speeds and velocity at which F1 cars drive will need an extraordinary transmission. Unlike a high-performance road sedan or even a modified street car will use either an H-style transmission or a stick shift system. Typically, the gearbox will consist of a main and layshaft, the clutch, and a selector mechanism. Gears on the layshaft rotate with the gears on the main shaft, and these gears are directly engaged. As briefly mentioned, the gear changes on an F1 racing car are very different from that of your standard sedan.
Since the gear changes are so fast, no human driver would have the reflexes needed to change the gears at the right RPM smoothly. An F1 car engine generates around 15 RPM, which is a very high rotational speed, whereas your typical car operates at about to RPM.
The F1 driver will initiate the gear shifts through paddles that are mounted behind the steering wheel, similar to those found in paddle shift option sedans. The computer uses sensors and hydraulic actuators to perform the actual shift, which is also accompanied by an electronic throttle control.
Usually, there would be a time gap between engaging the paddle and the actual gear change taking place. In F1 cars, the help of computers makes that gear change possible in under 50ms. That is especially helpful since all F1 cars have a 7-speed transmission longitudinally-mounted; each gearbox must have a reverse gear.
A critical factor in F1 gearboxes is heat dissipation, so the gearboxes are constructed from carbon titanium. The gearbox is typically bolted onto the back of the engine. The gearboxes of F1 cars since have 8 forward gears and one reverse gear. The immense precision involved as the fork selects the correct gear and moves through neutral is really staggering. The gears are changed at incredible speeds and torque for 78 laps or a full 2 hours.
This sequence will be the same for each gear the computer selects while the driver speeds up or slows down, shifting through the gears left to right. The F1 driver only needs to use the clutch to engage the first gear out of the neutral position; after that, the computer takes over and does the gear changes on behalf of the driver. Interesting Fact — F1 cars have their transmissions fine-tuned for every track as each track demands different driving.
Those five components are the main ingredients of the several hundred individual parts that form the bigger components inside an F1 steering wheel. The majority of those components - the circuitry, the circuit boards, the carbon enclosure, the quick release, the electrical connectors and the steering itself - are built in-house in our factory in Brackley.
Only two components, the central display and the underlying circuit board, are not built in Brackley as they are common parts shared by all teams. Our steering wheel is an evolution of last year's design. We have made some changes, but most of them won't be visible from the outside.
Yes, in fact they're quite heavily involved in the design process because the wheels are custom-built to their individual needs. Both the ergonomics of the wheel, and the physical layout of the shape and the grips are fitted to their hands, and the way they like to interact with the steering wheel.
Those changes are not just made at the beginning of the season. The steering wheel design is a continuous process. During the season, drivers might ask for changes to the grips and the layout of the buttons and switches - based on the individual demands of the driver and the track layout. Very difficult. A Formula One car is not only very fast, but also subject to heavy vibrations, particularly at circuits with a relatively bumpy surface.
The fact that the drivers wear gloves and that the buttons are relatively small, doesn't make the operating the wheel any easier. But there are a number of things that make manipulating the various buttons and switches a little easier.
To reduce the risk of accidentally hitting the wrong button, the team uses buttons that are also used on airplanes.
These high-reliability buttons are not only made to endure a high number of actuations, they also require a strong tactile force and give the driver a sold click feedback when he presses them.
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