Give me a break. Maybe the winged nut wants to unscrew because of
wind resistance.
Quit meddling with Newton's First Law, because it applies equally
when there is rotational acceleration or deceleration. In that
case, like your drill chuck demonstrates, there would also be
(under braking) a reluctance to rotate in the unscrewing mode.
See Barney's recent expose on this topic.
Mike L. (P. Eng.)
60A,67E,59Bug
----- Original Message -----
From: Barrie Robinson <barrier@bconnex.net>
To: David Pennington <racerx23@earthlink.net>;
<mgs@autox.team.net>
Sent: December 29, 2000 1:29 PM
Subject: Re: wheel hubs on the "wrong" side
> David,
>
> We all know that we are talking splined wheels not bolt on
wheels. yes?
>
> It is all very simple if you have engineering training.....Image
the wire
> wheel and its wing nut.. The wing nut is reluctant to rotate
(Newtons's
> first law of motion). As the half/stub axle rotates it screws
itself into
> the wing nut because the nut is resisting movement This
screwing-into or
> tightning continues as the nut always resists being moved.
Conversely when
> the car drives backwards there is a tendancy for the winged nut
to unscrew.
> The force applies is not large as one can imagine - but given
time it will
> get loose and then will unscrew rapidly. If you want to see
this work just
> put a bolt in your electric drill, put a nut on the end and see
what
> happens when you turn the drill on - in both directions.
>
>
>
> At 01:17 PM 12/28/00 -0500, David Pennington wrote:
> >I am not trying to be obstinate, but why would a spinner get
tighter from
> >driving the car forward as opposed to backward? Stopping and
starting torques
> >have been discussed. My experience has been that stock spinners
tend to
> >gradually loosen with use. I also know from experience the
stock setup can
> and
> >will unscrew if the splines fail, and I have proposed a theory
as to why they
> >do so. But what possible force could be twisting the spinner if
the splines
> >are not spun? Am I missing something here?
> >
> >I can imagine a tiny amount of play may exist between the
splines which could
> >allow the wheel to twist the spinner, and this could/would/will
eventually
> >loosen the spinner. But this play would be exceedingly small
with good
> >splines, if it exists at all. And if it does exist, it will
tend to undo ANY
> >spinner, regardless of its LH-RH thread type. This is why ALL
spinners
> need to
> >be checked periodically. BTW, a fine thread spinner is less
subject to
> >loosening than the coarse, due to the increased force the fine
thread spinner
> >applies to the wheel if both are equally torqued. This explains
the switch
> >from 8 TPI spinners to 12 TPI spinners found on later models.
> >
> >I don't follow your reasoning here, and would very much like to
understand if
> >there is a mechanical principle I am overlooking.
> >
> >thanks again,
> >
> >Dave P
> >70B
> >
> >----- Original Message -----
> > From: Dave Quirt
> >
> > David:
> >
> > Don't do it. To do so is a definite death-wish. The main
draw-back is
> > that extended reversing WILL eventually unscrew the hub-nuts
when they
> > are on their proper side - they tighten (or keep tight)
during forward
> > motion. If put on the wrong side, they will be reversing
whenever you
> > are moving forward. Get the picture now??
> >
> > Dave Q.
> > As and Bs
> >
> >
>
>
> Regards
> Barrie Robinson
> barrier@bconnex.net
|