Hence, the available bits are partitioned into segments, some of which are sent to the receiver immediately, others are held back and only transmitted upon the detection of errors. In type-II hybrid ARQ schemes, the additional parity information required by channel codes to achieve forward error correction is provided only when errors have been detected. Hybrid automatic repeat request transmission (hybrid ARQ) schemes aim to provide system reliability for transmissions over noisy channels while still maintaining a reasonably high throughput efficiency by combining retransmissions of automatic repeat requests with forward error correction (FEC) coding methods.
The results of this study establish a fundamental knowledge for developing the dual continuously variable transmission as an advanced final system for improving the vehicle dynamics. The results of the steering tests show that different torque distributions for the inside wheels and the outside wheels while cornering can be controlled with different gain values of the continuously variable transmissions for this reason, the application of the dual continuously variable transmission system as a torque-vectoring device is proposed, and a basic setting principle is presented. According to the results of the split- μ road tests, the limited-slip function of a dual continuously variable transmission system is verified.
#Continuously variable transmission research paper series#
In the simulations, the dual continuously variable transmission model, the solid axle model and the open differential model are applied to a vehicle dynamic model for split- μ road tests and a series of steering tests. the solid axle and the open differential, are used as benchmarks. In this study, a dynamic model of the dual continuously variable transmission system is derived, and models of the conventional final drive systems, i.e. The dual continuously variable transmission is a unique final drive system composed of two continuously variable transmissions, with one continuously variable transmission connected to each rear wheel. This study investigates the limited-slip and steering characteristics of a dual continuously variable transmission system. The results show that the manner of adjusting the eccentricity of eccentric wheel is the preferential selection of out-speed regulating method, and 8-phase is an optimal phase of transmission meanwhile, for the rod gear pulse continuously variable transmission, the variable range of transmission ratio is wider and the pulsation rate is far less than the other traditional continuously variable transmissions. Furthermore, the simulations of the movement law of annular gear are achieved on two conditions of both different phases and different eccentricities on 8-phase. Also, the length requirements of each rod are studied, and the effect of three adjustment manners on the output-speed is simulated in the single phase. The kinematic mathematical models of key components are established by the matrix method and are simulated by MATLAB in a single phase, based on the analysis of basic structure and working principle of transmission. In order to solve the oversize problem of continuously variable transmission, a rod gear pulse continuously variable transmission is designed.
the relation between output speed and ring position, corresponds in the ring position range (2.8÷14) mm to the theoretical premise. From the measured values we determined that the geometrical characteristic, i.e. The theoretical design is compared with the real characteristic determined by measuring using the test station. It is derived the complete drive conversion unit kinematics and the theoretical kinematical characteristic design. Using the designed function model, which was made according to the small tractor producers requirements, the real output kinematical characteristic was measured. The possibility of multicontact power transmission appears as the most suitable principle of the power transmission. Therefore the better power transmission efficiency is required. The currently used power transmissions are of low efficiency (60–70%). For the required range of speed variation they are altogether unfit. In the present a row of simple friction, belt, chain, wave and differential variable speed drives is published.
The paper describes a new system of mechanical spherical conical friction drive.
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