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faces. Each of the separating forces in the several meshes would contribute to the torque on the gear and to an axial force on the worm. To counteract this axial force and to reduce the friction that it would otherwise cause, oil would also be pumped under pressure into a counterforce hydrostatic bearing at one end of the worm shaft. This type of worm-gear transmission was conceived for use in the drive train between the gas-turbine engine and the rotor of a helicopter and might be useful in other applications in which weight is critical. Worm gear is attractive for such weight-critical applications because (1) it can transmit torque from a horizontal engine (or other input) shaft to a vertical rotor (or other perpendicular output) shaft, reducing the speed by the desired ratio in one stage, and (2) in principle, a one-stage design can be implemented in a gearbox that weighs less than does a conventional helicopter gearbox. Heretofore, the high sliding friction between the worm coils and the gear teeth of worm-gear transmissions has reduced efficiency so much

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In class 1, a dedicated connection is established between two N_Ports. Once established, the two N_Ports may communicate using the full bandwidth of the connection; no other network traffic affects this communication. Because of this, frames are guaranteed to arrive in the order in which they were transmitted. In addition, the media speeds must be the same for all links that make up the dedicated connection. Because of the nature of the dedicated connection, there is no need for buffer-to-buffer flow control; the fabric does not need to buffer the frames as they are routed. Thus, only end-to-end flow control is used in class 1. Class 1 would be used when the data must be continuous and time critical, such as voice or video. Hard-wired or circuit-switched connections are dedicated, uninterruptible links such as telephone connections. Features include

2

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Figure 2-17 This test apparatus simulates and measures some of the loading conditions of the proposed worm gear with hydrostatic engagement. The test data will be used to design efficient worm-gear transmissions.

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Finally, do price promotions add much value for a brand Some extensive international work has shown that sales generally go back to where they were once a short-term price promotion is over. The promotion lasts while it lasts. This has long been suspected, but the issue has only recently been systematically tested. Management has often harbored the hope that there might be a positive aftereffect, at least in a particular case. It is now known that this is not so, and why: A promotion is taken up almost exclusively by the brand s long-term or loyal customers. The evidence shows that people seldom buy a strange brand just because its price is cut. They simply avoid paying more than they have to when one of their customary and familiar brands is temporarily on sale. This is why there are no aftereffects from sales: A promoted brand does not hang on to those new cus141

that such transmissions could not be used in helicopters. The efficiency of the proposed worm-gear transmission with hydrostatic engagement would depend partly on the remaining friction in the hydrostatic meshes and on the power required to pump the oil. Preliminary calculations show that the efficiency of the proposed transmission could be the same as that of a conventional helicopter gear train. Figure 2-17 shows an apparatus that is being used to gather experimental data pertaining to the efficiency of a worm gear with hydrostatic engagement. Two stationary disk sectors with oil pockets represent the gear teeth and are installed in a caliper frame. A disk that represents the worm coil is placed between the disk sectors in the caliper and is rotated rapidly by a motor and gearbox. Oil is pumped at high pressure through the clearances between the rotating disk and the stationary disk sectors. The apparatus is instrumented to measure the frictional force of meshing and the load force. The stationary disk sectors can be installed with various clearances and at various angles to the rotating disk. The stationary disk sectors can be made in various shapes and with oil pockets at various positions. A flowmeter and pressure gauge will measure the pump power. Oils of various viscosities can be used. The results of the tests are expected to show the experimental dependences of the efficiency of transmission on these factors. It has been estimated that future research and development will make it possible to make worm-gear helicopter transmission that weigh half as much as conventional helicopter transmissions do. In addition, the new hydrostatic meshes would offer longer service life and less noise. It

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