What is the use of a pair of gears having a gear ratio of 1:1 ?
350185
Grinding up materials between the gears (i.e. a paper shredder)\n\nAny transfer of motion in a device which, by design, dictates that the energy exerted be moved to a different, more practical location (i.e. a series of ceiling fans connected to one another or a locking system in a safe)\n\nReinforcement and/or stablization of movement needed for accuarcy purposes or to prevent slipage/overspin (i.e. a clock or analog stopwatch).
410
The main advantage is that the compact crankset gearing is much closer to the high cadence riding that is the current trend in modern cycling.  With a standard triple crank you have 30/42/52 chainrings, from which most people use the 42 and 30 rings.  The 30 is a little too short for most hilly rides, and basically you're spinning super fast to get up a hill.  The 42 is   a bit too small for barrelling down a hill, and the 52 is so steep that it's rarely being used.\n\nThe compact crankset has 50 and 34 tooth gears which are theoretically better for the way most cyclists ride today.  The 34 gives you short enough gearing to get up big hills but is not quite as short as the granny gear on the triple, and the 50 gives you the speed in a manageable dose.\n\nA couple things to consider, though.  In order to switch to a double compact, you need to replace a fair number of components, including the bottom bracket, cranks, rear derailleur (optional but highly recommended), front derailleur and possibly your left shifter.  You might be able to get what you want from switching out the cassette on your bike, which is of course a lot cheaper.
8050
You might try to ride in one gear!
1085716
They conduct power and motion between non-intersecting, parallel axis that may or may not have center groove with each group making two opposite helices. The two helix angle come together in the center of the gear face to form a 'V'. in these gears the end thrust forces cancel themselves out. Its difficult to cut this type of gear but its made easier by machining a groove in the face at the point of the apex of the 'V' creating a break in the middle of the herringbone gear teeth. They do not have any separating groove between the mirrored halves. \n\n Action is equal in force and friction on both gears and all bearings. Herringbone gear also allow for the use of larger diameter shaft for the same volumetric displacement and higher differential pressure capability.\n\nThe most common application is in power transmission. They utilize curved teeth for efficient, high capacity power transmission. This offers reduced pulsation due to which they are highly used for extrusion and polymerization. Herringbone gears are mostly used on heavy machinery.\nIN PUMPS:\nherringbone gears will reduce shaft loads and produce a very quiet running pump.\n      Herringbone gears are actually double helical gears with teeth angles reversed on opposite sides. This causes the thrust produced by one side to be counterbalanced by the thrust produced by the other side. The two sets of teeth are often separated at the center by a narrow gap for better alignment and to prevent oil from being trapped at the apex. \n\n      Herringbone gears are best suited for quiet, high-speed, low-thrust applications where heavy loads are applied. Large turbines and generators frequently use herringbone gears because of their durability.
775233
Ratios 1:2 meaning 1/1=2/2
794067
the bigger the ratio eg 6:1 is fast 2:1 is better for game fishing
946694
Gears on a bicycle are really only there for one reason.\n\nIt is so you can maintain your speed and/or cadence (pedals per minute) over varying terrain. Maintaining cadence is a pretty essential part of riding efficiently.\n\nSo, lets say that you are pedalling at 60 rpm on level ground and you come to a hill. The incline of the hill forces you to either increase your power to the pedals, slow your pedalling, or both.\n\nSince you want to maintain your cadence, you reduce your gear and take the reduction in speed.\n\nYou'll also likely find the most advanced designs on multigear bikes, so that is another thing to think about.
286870
1. manual clutch or centrifugal clutch? probably centrifugal if not climbing hills.\n\n2. ratio spread. How far apart to make the gearing or belts? Too far apart and you'll never make it into second gear. Too close, and you'll not go fast. Lower first if you want to climb hills.\n\nI would suggest a sheave pulley design for continuous ratio - no gears. The sheave is spring loaded so the belt digs down into the pulley halves when high torque occurs. Kind of an automatic transmission. Check www.graingers.com,\nsearch on "sheave".\nHave fun.
242192
To answer this question you must first understand what drive is. Drive gear as a standard had a 1:1 ratio meaning that for each 1 revolution of the engine the output shaft of the transmission turned 1 time. Overdrive, most ratios end up at about .7:1 or for each 3/4 rpm the output shaft of the transmission would turn 1 turn. What this means is that engine RPM(revolutions per minute) would drop further allowing car to consume less fuel for the distance covered. As far as when you should use it it depends on the car, engine size, and load conditions. Most newer cars you can leave in overdrive(automatics) all of the time and they will take care of themselves. If you are towing and you may want to run in regular drive instead of overdrive to prevent the constant shifting in and out of overdrive but this is something that you will develop a feel for. I hope that this helps.Just remember Overdrive is there to reduce engine speed, save fuel, and extend engine life
443097
A flexible coupling connects two shafts, end-to-end in the same line, for two main purposes. The first is to transmit power (torque) from one shaft to the other, causing both to rotate in unison, at the same RPM. The second is to compensate for minor amounts of misalignment and random movement between the two shafts. Belt, chain, gear and clutch drives also transmit power from one shaft to another, but not necessarily at the same RPM and not with the shafts in approximately the same line. \n\nSuch compensation is vital because perfect alignment of two shafts is extremely difficult and rarely attained. The coupling will, to varying degrees, minimize the effect of misaligned shafts. Even with very good initial shaft alignment there is often a tendency for the coupled equipment to "drift' from its initial position, thereby causing further misalignment of the shafts. If not properly compensated, minor shaft misalignment can result in unnecessary wear and premature replacement of other system components. \n\nIn certain cases, flexible couplings are selected for other protective functions as well. One is to provide a break point between driving and driven shafts that will act as a fuse if a severe torque overload occurs. This assures that the coupling will fail before something more costly breaks elsewhere along the drive train. Another is to dampen torsional (rotational) vibration that occurs naturally in the driving and/or driven equipment. \n\nEach type of coupling has some advantage over another type. There is not one coupling type that can "do it all". There is a trade-off associated with each, not the least of which can be purchase costs. Each design has strengths and weaknesses that must be taken into consideration because they can dramatically impact how well the coupling performs in the application.
474284
eccentric gear and pin
571584
1\nwhy would you need more than that anyway...
1012971
The Browning Automatic Bicycle Transmission\n\nhttp://www.bsn.com/Cycling/articles/browning.html\n\nhttp://seattle.bizjournals.com/seattle/stories/2002/03/18/story7.html\n\nhttp://www.exn.ca/dailyplanet/story.asp?id=2002102269
673977
Great question.\n\nLet S be the number of small gears produced, and L be the number of large gears.\n\nWe want to maximize\n\n25S + 10L \n\nsubject to the constraints.\n\nThe constraints are\n\n4S + L <= 24\nS + L <= 9\n\n5 small gears, 4 large gears, maximum profit $165.
1036638
http://www.sheldonbrown.com/gears.html
1110273
Bicycles these days have things like index shifting, this develpment has made cycling much eazer for the beginer. Back in the old days, "the 70's", I had to learn to shift by feel. This led to a lot of looking down and back, while working the shifter levers," once rode head on into a parked car doing that, even the people who owned the car were laughing". So you have the advantage of this wonderful index shifting. When approaching a hill down shift as you feel your legs begin to bog down, with index shifting you can down shift 1 gear at a time untill you reach the top of the hill. As you become stronger you'll down shift less. What you want to do is keep a steady cadence," RPM of the cranks", and use the different gear ratios to fit the terrain.
1156327
How many gears do you have?