Back to the original question. I suspect that the clutch end has fewer
(and "bigger") splines is because the splines not only have to transmit
the torque, they have to act as the "sliding" track for the clutch
plate - the clutch plate has to move forward and backwards along the
splines as well as transmit torque. This requires a certain amount of
"slop" in the splines, and a certain amount of thickness (width) of the
spline material to absorb the repeated impact of the clutch applications.
The transmission end however, just has to transmit the torque, and there
should be no "in-out" motion of the shaft. The shaft should fit snuggly
with a minimum of play (zero would be best) to reduce any "impact" loads.
With less "impact" loads, the splines/shaft can be smaller diameter.
One advantage of the smaller shaft/more splines on the transmission end
could be that the input shaft seal to the transmission housing could be
smaller and the extension housing (where the throw out bearing rides) could
be smaller more compact (or possibly eliminated).
Wire wheel splines:
The splines for wire wheels have to transmit torque as well as come
apart easily. The splines transmit the torque. The spinner holds things
together (hopefully) tightly to limit the amount of "slop" in the interface.
In the case of wire wheel hubs, the odd shape of the splines is to enhance
the assembly/disassembly process. Ever have a splined shaft in some other
part that was "stuck". I little corrosion/gunk can essentially "weld"
things together. I know I've used my 12 ton press to separate parts
before. This would be a little awkward if I was changing a flat on the
side of the road. A small shaft with a small number of deep splines would
transmit the torque, but could be hard to disassemble. A small shaft with
a large number of shallow splines would be easier to assemble/disassemble,
but wouldn't transmit the torque adequately. A larger shaft with an even
larger number of shallow splines could still be easy to assemble/disassemble
and could transmit more torque. Make it a large diameter hollow hub as
used on a wire wheel, and it will transmit even more torque. By the way,
it has to transmit not only acceleration torque, but braking torque as well...
For an explanation of how the rotation of the wheel can cause the nut to
tighten, try this link:
http://f6.grp.yahoofs.com/v1/ENqKP6kwAex4JWzuEQrPKUvLAMXUpQ29cOKoOHbCK9S6bRoxvyghm_ciGO-QYgnkxCgLxCTnfO6rKJ2yeYRz25yHy0aiz0FcreTWUg/hubs%20and%20nuts.GIF
Not sure if it will work and/or whether of not you have to be a member of
the Lotus Elan list on Yahoo groups, but it is an explanation that was
supposedly demonstrated by Colin Chapman as to how the nuts tightened...
Tim Mullen
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