Jakecp
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I looked here https://en.m.wikipedia.org/wiki/Mechanical_advantage#Speed_ratio but it is just the MA
The discussion centers on the mechanics of train wheels, specifically the forces acting on passenger and freight locomotives. Key concepts include the relationship between wheel size, traction, and mechanical advantage, with references to Newton's laws of motion. Participants analyze the torque generated by the piston and the wheel's center, concluding that the wheel center serves as the fulcrum for calculating mechanical advantage. The conversation emphasizes the importance of understanding these dynamics for optimizing train performance.
PREREQUISITESMechanical engineers, physics students, and anyone interested in the dynamics of train systems and the principles of motion and force.
Consider two of the front gears on a bicycle, one twice the diameter of the other. Uphill, in low gear, I apply a steady torque to the pedals and turn them at some constant rate. That exerts a force F on the chain and and makes it move at speed v. Cresting the hill, I change to the high gear, but find applying the same torque keeps the pedals rotating at the same rate as before. The force on the chain drops to F/2, but the chain moves twice as fast. The power transferred is Fv in both cases.Jakecp said:You are right in that , but i don't get at 100% how does that happen? This : you can arrange to get twice the force if you accept getting half the speed, or you can get twice the speed if you accept only getting half the force.