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Where in the world does the clutch/input shaft fit into that casing? Trying to visualize it and there’s so much suspension stuff in the way!
I was thinking this myself looking at the photos. Where does the gearbox go or where is the shaft from the gearbox to the rear diff (mini prop style?)
It is quite interesting and seems away from what you would expect for power train sort of setup.
I can’t see where it would go, but have they built it onto the rear of the engine (back-to-front from the conventional)?
Would it be considered as a part of the engine mass if they were to do so?
Potentially very clever interpretation if they have!!
The clutch input ‘stub-shaft’ with one end splined inside the crankshaft goes right trough all that suspension staff with the other splined end into the clutch discs. Clutch being inside the gearbox. The gearbox and diff housing goes inside that outer housing with suspension mounted onto outer housing (see ‘’mercedes F1 cartridge gearbox secrets revealed’’ for a more clear picture. All that suspension staff (photo) is placed in what is considered as the ‘bell-housing’.
You can see the clutch, the shield that separates the tubine from the Gbox internals, the mounting points and the exhaust pipes merging inside the Gbox here
Source: I dont know
You can see the clutch, the shield that separates the tubine from the Gbox internals, the mounting points and the exhaust pipes merging inside the Gbox here
Source: I dont know https://i.imgur.com/lr4CHn2.jpg
No. I can see no clutch. The gearbox with its internals is a considerable distance away from the backside of the engine. And the space in-between the engine backside and the gearbox front (termed bell-housing space) is an open space. As suggested, visit ‘’mercedes f1 cartridge gearbox secrets revealed’’ which gives a clearer picture of trends/layouts adopted. The modern gearbox/transmission used is much much smaller in bulk than we can calculate.
You can see the clutch, the shield that separates the tubine from the Gbox internals, the mounting points and the exhaust pipes merging inside the Gbox here
Source: I dont know https://i.imgur.com/lr4CHn2.jpg
No. I can see no clutch. The gearbox with its internals is a considerable distance away from the backside of the engine. And the space in-between the engine backside and the gearbox front (termed bell-housing space) is an open space. As suggested, visit ‘’mercedes f1 cartridge gearbox secrets revealed’’ which gives a clearer picture of trends/layouts adopted. The modern gearbox/transmission used is much much smaller in bulk than we can calculate.
Is that where the shaft that runs to the crank is installed? You can see the splines in the centre of what they thought was a clutch.
You can see the clutch, the shield that separates the tubine from the Gbox internals, the mounting points and the exhaust pipes merging inside the Gbox here
Source: I dont know https://i.imgur.com/lr4CHn2.jpg
No. I can see no clutch. The gearbox with its internals is a considerable distance away from the backside of the engine. And the space in-between the engine backside and the gearbox front (termed bell-housing space) is an open space. As suggested, visit ‘’mercedes f1 cartridge gearbox secrets revealed’’ which gives a clearer picture of trends/layouts adopted. The modern gearbox/transmission used is much much smaller in bulk than we can calculate.
Thanks for that video recommendation. This makes it totally clear to me that the input shaft must have sheared off.
The other photo above of the engine half of the VF-22 shows what seems to be a concentric hydraulic slave cylinder which the clutch would be in front of (not visible to us).
Here is the scarbs drawing of the Mercedes layout from that video.
Hello this is the original post on the site, thanks to the collaboration with Scrab, he commented with his classic info the photo of the rear suspension, also if you hook up to the original post on twitter there are many other comments of his https://www.salastamparacing.com/tech-f ... -monacogp/
#3DModeler - Tech Passion for F1 - Cycling and all Sport #Cyclist.
Fulvio2044 wrote:Hello this is the original post on the site, thanks to the collaboration with Scrab, he commented with his classic info the photo of the rear suspension, also if you hook up to the original post on twitter there are many other comments of his https://www.salastamparacing.com/tech-f ... -monacogp/
The transmission housing proper is itself nowadays mostly made of titanium alloy. It is placed within (inside) a carbon fiber shell/case to achieve desired length and flexibility in suspension attachment points configuration. The rear crash structure and the rear wing are bolted to this carbon fiber shell/case. The gearbox itself (proper) is nowadays no longer the ‘spine’ of the F1 car fastened behind the engine and therefore no longer contributing to the strength of the entire system. That task have been taken over by the carbon fiber outer shell/case which the gearbox/transmission proper goes inside/into. The outer shell/case is not considered as gearbox housing, and can be changed as often as necessary. This outer carbon fiber shell/case which have the suspension attachment points configuration helps protect the gearbox/transmission proper from shocks and vibrations and of course any suspension loads. If the attachments bolts to engine were not designed to shear first, like what actually happened, the next shearing points would have been the bolts bolting the front of the engine to the bulkhead. And that would have exposed at least part of the fuel cell plus the ES pack.
Thanks Jordanfiveoh the Jeddah photos certainly sorted the stub-shaft drive from crank to gearbox layshaft installation position, going through all that suspension actuating staff. but not yet the clutch installation position. If the clutch with its associated hydraulically operated slave cylinder is installed at end of crankshaft the lot, including hydraulic oil will be exposed more to exhaust heat then if it is installed at gearbox front end. That is apart from its ‘unclamping’ pull load on the crankshaft. If it is installed in the gearbox front (outside front face of gearbox ‘proper’ housing) first on the gearbox front face goes the non rotating slave cylinder, which when pulling the clutch spring open places no loads on the crankshaft or gearbox layshaft, as the layshaft is splined inside clutch plates hub, while the stub-shaft is splined into crankshaft at one end and into the clutch basket at the other end.
Hollow is likely the best strength/weight ratio. That also indicates w/o being hollow, it would be bent too (or a lot heavier, and this kind of load is not useful for it to survive, in fact, better if it does give up rather than the PU).
