Reply With Quotewho is Robert?
Are Roberts portals different to Ian's portals ? are Roberts free floating ?
Why isn't Robert having problems ? Has anyone have these portals?
ForumSage
who is Robert?
Robert (oilworker) is from Germany he tested the proto type for Wolfgang from what I am reading on an expedition truck on portals forum .
ForumSage
at a guess, there may be some differences but the basic design is the same. I cant see Oilworkers being full floating and Ian's semi floating.
From what has been discussed in other threads, it seems that they both share a "unit bearing" assembly and that they could be viewed either way.
From what I can ascertain Robert doesn't do the rock climbing work that has been causing me issues. When I am touring I dont have any issues with them…...Originally Posted by Pateyw
Tibus new generation portals have been released will they work ?
Master
Hi guys,
I am posting here, primarily to subscribe as I enjoy all of your cumulative information and knowledge.
But I also wanted to share some of my thoughts.
I have studied portals for a very long time.
I have googled many different forms of Portals. I have seen many different Portals in the flesh.
IMO with the tooling or the time I would build;
Portals that are direct drive. That is I would not want idler gears. To compensate for this reverse rotation at the wheels (input gear drives output gear), I would simply rotate the diff centre 180Deg and install KAM/Ashcroft reverse cut pinions to strengthen the R&P. Due to the pinion being nearly in the centre of the pinion height wise no oilling issue would present. I desire this because with less gears and less bearings in the portal housing longevity is increased. It also has the flow on effect of either a) increased internal volume for oil; or b) increased capacity for reinforcing material. I would suggest at this point I would likely begin with HUMVEE gears as they are easy and cheap to get parts for.
I desire Portals that use a stub axle design like the MaxiDrive. Fully floating is good for when an axle shears. Or a gear fails.
Now to share my crazy ideas.... I would like to have internal to the portal box anther stub axle. So the original axle would drive an original hub (machined down to reduce weight and decrease the bulky dimensions) mounted to the internal stub axle. Then have the drive gear mounted on the original hub. Then have the driven gear mounted to the output shaft which would drive through a standard rover stub axle.
I would use all land rover bearings.
I would share oil between portal box and diff like land rover hubs and diffs already do.
My design would be wide and tall.
My concerns would be the scrub radius, weight and swivel hub bearing life.
If only you will give me 10 years to get tooled up, I will start building them at costCheap for you guys.
Thanks for reading
Wizard
SupporterLike Kreecha, posting to read.
Kreecha, you saying adapt pinion and crown as alternative to drop gears at each wheel hub? (drawing please) - and an Ashcroft locker on each wheel
Master
Hi WOI,Like Kreecha, posting to read.
Kreecha, you saying adapt pinion and crown as alternative to drop gears at each wheel hub? (drawing please) - and an Ashcroft locker on each wheel
Sorry for the miscommunication, I shall try again.
I would use a portal with the input directly driving the output. As a result this would mean the car would drive in reverse.
To negate this undesirable trait I would flip/rotate the pinion housing 180Deg. Then the diff centre would drive in reverse and the portal hub would correct the reverse rotation back to normal.
Does that clear it up?
Wizard
SupporterHave re-read this thread a few times.
Bush65 on page one describes the Volvo reversed centre diff - this arrangement drives the half shaft in a 'backward' direction. I think this is Kreecha's first point.
I assume the other end of the Volvo half shaft pokes into the portal housing, and where it pokes in a large spur gear gets attached (and is running 'backward'). This spur gear in turn drives a second spur gear of same size 'forward' (I assume portals drive 1:1). The second gear is attached to the stub shaft where it pokes into the portal housing which means the stub shaft is driving 'forward'. The other end of the stub shaft fits into the drive flange which is going 'forward'. I get the feeling Kreecha is suggesting this sort of arrangement when talking about machining drive hubs that have geared teeth ie there are only two gears in the portal housing instead of four.
Now for my two cents worth - I don't profess to know a great deal about gears and stresses so this is probably going to sound naive. Regardless of whether it is fully floating (my preference) or semi-floating arrangement, there seems to be some agreement that the stub axle, because of its short length, has little capacity to twist. Could the drive flange and associated stub axle end each be replaced with something else?
I am thinking the spline end come drive flange arrangment could be replaced with a dog clutch arrangement, with rubber inserts - I'm not sure what this arrangement is called, but I have seen this used where a honda four stroke engine was mounted to a hydraulic pump to drive a trencher chain. I assume the rubber gives under 'torsion load', whereas a solid link might break on start up. In a portal system the rubber packing material might be solid enough for regular portal driving, and provide a torsion buffer under extreme pressure - maintenance would consist of taking off the drive flange dog half and replacing the rubbers. If one dog clutch doesn't provide sufficient rotation allowance then compounded dog clutches?
But maybe, as Bush65 suggests, just have a very thick stub shaft like Volvo.
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