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About Didumos69

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    Just Perfectionist Please!
  • Birthday 03/30/1969

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    The Netherlands
  • Interests
    Family and cycling.


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    The Netherlands
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  1. In step 5 a blue 3L pin is installed, but I think it's not needed. I don't think it was in my LXF-file. Would be nice if you could remove, but if it's too much hassle than we leave it like this.
  2. Great! If you're okay with it, I will use these instructions to put this one on Rebrickable, giving you credits for the instructions of course. I followed the instruction steps and everything seems clear to me. Only the way the silicon bands are wrapped (with a cross) is not completely clear. Perhaps an inset with a real photo would help? This is the best shot I have. Could you show us a screen-shot of the unfinished work. You're making me curious. Could you make a photo or video. Would love to see it. In your video it appears you need slightly more than 45 degrees to disengage, which would mean there is a small chance of having double engaged gears. However, my experience from playing with 4-speed gearboxes is that this really doesn't happen.
  3. Even if we would revert to 9L links, which I think would be a pity, the main problem I see is that the shift lever would be more or less behind the seats. I think the shift lever and the control axle should somehow be split. The lever nicely in-between the seats and the control axle behind the seats.
  4. The ratios of the primary gearbox are: 1:1, 5:4, 5:3, 25:12 and the ratios of the secondary (low-high) gearbox are: 1:1, 25:9. Together that makes: 1:1, 5:4, 5:3, 25:12, 25:9, 125:36, 125:27, 625:108, or 1, 1.25, 1.67, 2.08, 2.78, 3.47, 4.63 and 5.79. The overal in-out ratios can be easily changed though. The primary gearbox and the secondary gearbox are connected with a 16-16 gear mesh in the center of the gearbox. This could be changed to a 20-12 or 12-20 mesh, which would multiply all speed ratios by 20:12 or 12:20 respectively.
  5. I fully agree @Attika. The rotary catch is designed for running through 4 90 degree positions. This is also why I don't think the rotary catch is as much of a game changer as has been suggested. That being said, I do see some possibilities, for instance using the rotary catch to engage or disengage secondary control axles with rotary catches to control the gearbox. Also, when it comes to making a 5+R or a 7+R, I think an approach that could work is to have two parallel gearboxes (not serial as in the Bugatti and in my tunnel transmission) and combine it with a gearbox selector. That way you could first run through the gears of a 4-speed and than through the gears of a 1+R or 3+R. It will be big though.
  6. You could do that, but I fear you would run into double engaged clutch gears during shifts. 30 degrees (a half shift) won't be enough to disengage the driving ring.
  7. Here's my centered sequential 3+R version. Ratios are 1:2(R), 1:2, 1:1 and 2:1. LXF-file here.
  8. I will use 2 of these dog bone pieces. I'll look into that, but I fear it won't be as small as that 4-speed gearbox.
  9. That is where the new yellow extension rings go. You can see them in the video. They are not available in LDD and I forgot to add placeholders.
  10. Here are the LDD-files I have. Btw, I refer to a gearbox as heavy-duty when the output-axle is sandwiched by the auxiliary output axles. This will reduce the chances of slipping. Simple sequential 4-speed gearbox with single rotary catch, video: https://youtu.be/kqlaKH_oLsc Centered heavy-duty sequential 4-speed gearbox with single rotary catch, video: https://youtu.be/vCwiEUTxCrg Centered heavy-duty sequential 4-speed AWD transmission with single rotary catch, video: https://youtu.be/OSuf6UZWp7k Sequential 8-speed transmission tunnel with rotary catches and 8-to-1 gearblock, video: https://youtu.be/b5zdYGAGlec I'm still working on a centered sequential 3+R gearbox with single rotary catch.
  11. I'll share LDD files tomorrow. All my 4-speed sequential gearboxes without reverse - and the ones from many other designers too - follow the same approach. The input is split into two input axles - typically rotating in the same direction - with different gear ratios, giving them different RPM. The driving rings are attached to these two input axles. The clutch gears at the front and back side of the driving rings make a second gear ratio with the output axle, either directly or via auxiliary output axles - also rotating in the same direction - that are joined into the main output axle. In the centered gearboxes I showed in this thread, the left-right RPM ratio of the two input axles is 2, one turns twice as fast as the other. Regardless of how the driving rings are controlled, with links and the old catches, or with the new rotary catch, sequential shifting always follows the same pattern over subsequent shifts: left side engaged, right side engaged, left side engaged, right side engaged etc. So with one shift, the engaged side always switches from left to right or from right to left. At the same time it follows this front-side-engaged/back-side-engaged pattern: front, front, back, back, front, front, back, back, etc. So every two subsequent shifts it switches from front-side-engaged to back-side-engaged or vice versa. Now to obtain 4 speeds in the right order, you have to make sure the left-right jumps, which occur every subsequent shift, make a smaller gear ratio difference than the front-back jumps, which occur every two up-shifts. In other words, left-right has to make the minor ratio difference and front-back has to make the major ratio difference. This way, the minor ratio difference makes the difference between 1st and 2nd gear (one up-shift), the major ratio difference makes the difference between 1st and 3rd gear (two shifts) and combined they make the difference between 1st and 4th gear (two + one shifts). The major ratio difference being bigger than the minor ratio difference ensures that when you switch from 2nd to 3rd gear, you drop less RPM by switching between the left and right driving rings than you gain by switching between front and back clutch gears. So for the front-back jumps in the centered gearboxes I showed in this thread, I use a front-back RPM ratio that is bigger than 2. In the AWD transmission it is in fact 3.52. I hope this makes sense.
  12. So in my line of gearboxes with rotary catches, here is my centered heavy-duty 4-speed AWD transmission with single rotary catch. It's not small, but it can handle a lot of torque and runs extremely smooth. Thanks @Attika for the info about the old driving rings. They insert a lot deeper, so no slipping occurs this time. Ratios are 4:15, 8:15, 15:16, 15:8 (0.27, 0.53, 0.94, 1.88).
  13. Thanks @Attika! Then I will use the old driving ring and old clutch gear. I might even be able to shorten the setup so I won't need the extension ring.
  14. But how does this connect to the gearbox? The control axle was moved to the back as much as possible - and tied to the gearbox with 6l links - to create space for the seats.
  15. Thank you @Sariel! Could you also check if this has consequences as to how deep the 3L driving ring inserts into this side of the differential?