UNIT 3- TRANSMISSION

TRANSMISSION SYSTEM
The chief function of the device is to receive power at one torque and angular velocity and to
deliver it at another torque and the corresponding angular velocity.
REQUIREMENTS OF TRANSMISSION SYSTEM
1. To provide for disconnecting the engine from the driving wheels.
2. When the engine is running, or more, according to the relative size of engine and weight
of vehicle to enable the connection to the driving wheels to be made smoothly and
without shock.
3. To enable the leverage between the engine and driving wheels to be varied.
4. It must reduce the drive-line speed from that of the engine to that of the driving wheels
in a ratio of somewhere between about 3:1 and 10:1
5. Turn the drive, if necessary, through 90° or perhaps otherwise re-align it.
6. Enable the driving wheels to rotate at different speeds.
7. Provide for relative movement between the engine and driving wheels.
CLUTCH

• The clutch is housed between the engine and transmission where it provides a
mechanical coupling between the engine's flywheel and the transmission input shaft.
• The clutch is operated by a linkage that extends from the passenger compartment to the
clutch housing.
• The purpose of the clutch is to disconnect the engine from the driven wheels when a
vehicle is changing gears or being started from rest.
• Disengaging the clutch separates the flywheel, the clutch plate and the pressure plate
from each other.
• The flywheel is bolted to the end of the crankshaft and rotates with it.
• The clutch plate is splined to the gearbox in order for both to rotate together and the
pressure plate clamps the clutch plate to the flywheel.
• When the pressure is released by depressing the clutch pedal, the crankshaft and
gearbox input shaft rotate independently.
• When the foot is taken off they rotate as one.
• The clutch is disengaged when
o Starting the engine
o Shifting the gears
o Stopping the vehicle
 o Idling the engine

REQUIREMENTS OF A CLUTCH
The clutch must
1. Pick up its load smoothly without grab or clatter.
2. Have a driven disc of low moment of inertia to permit easy shifting.
3. Damp out any vibration of the crankshaft to prevent gear clatter.
4. Require little pedal pressure to operate it.
5. Be easy to adjust and service.
6. Be cheap to manufacture.
BASIC PRINCIPLE OF THE FRICTION TYPE CLUTCH

• To understand the working principle of clutch, let’s take two sanding discs, first one
driven by a power drill corresponds to the flywheel of a car, driven by the engine.
• If a second sanding disc is brought into contact with the first, friction makes it revolve
too but more slowly.
• But when the second disc pressed against the first disc which is connected to the power
drill, as the pressure increases the two discs revolve as one. This is how a friction clutch
works.

TYPES OF CLUTCHES

• MULTI COIL SPRING SINGLE PLATE CLUTCH

• DIAPHRAGM SPRING SINGLE PLATE CLUTCH
• MULTIPLATE CLUTCH
• CENTRIFUGAL CLUTCH
• SEMI - CENTRIFUGAL CLUTCH

MULTI-COIL SPRING SINGLE PLATE CLUTCH

CONSTRUCTION

• In this clutch, the coil springs force the pressure plate forwards to clamp the driven
plate between it and the rear face of the flywheel.
• Three lugs extend rearwards from periphery of pressure plate both to rotate the pressure
plate and to cause it to rotate with the rest of the assembly.
• The driven plate of course is splined onto the shaft.
 • There are three release levers pressing the coil springs at the outer end. The inner ends
of the levers can be forced forward by means of thrust bearing made of graphite and
slide along the clutch shaft when clutch pedal is depressed.
• The driven plate mounted between flywheel and pressure plate makes the clutch shaft
to rotate to transmit power.
• It has the clutch facing made of friction materials around the periphery of disc.

WORKING

• When the clutch is engaged, the clutch plate is gripped between the flywheel and
pressure plate.

• The friction linings are on both sides of clutch plate. Due to friction between flywheel,
clutch plate and pressure plate, the clutch plate revolves with the flywheel.

• As clutch plate revolves the clutch shaft also revolves. Thus, engine power is
transmitted to the clutch shaft.

• When the clutch pedal is pressed the pressure plate moves back against the spring force
and clutch plate becomes free between flywheel and pressure plate.

• Thus flywheel remains rotating as long as the clutch pedal is pressed, the clutch is said
to be disengaged and clutch shaft speed reduces slowly and finally it stops rotating.
DIAPHRAGM SPRING SINGLE PLATE CLUTCH

• Diaphragm spring pressure plate assemblies are widely used in most modern cars.
• The diaphragm spring is a single thin sheet of metal which yields when pressure is
applied to it.
• When pressure is removed the metal springs back to its original shape. The center
portion of the diaphragm spring is slit into numerous fingers that act as release levers.
• During disengagement of the clutch the fingers are moved forward by the release
bearing.
• The spring pivots over the fulcrum ring and its outer rim moves away from the flywheel.
• The retracting spring pulls the pressure plate away from the clutch plate thus
disengaging the clutch.
 • When engaged the release bearing and the fingers of the diaphragm spring move
towards the transmission.
• As the diaphragm pivots over the pivot ring its outer rim forces the pressure plate
against the clutch disc so that the clutch plate is engaged to the flywheel.
ADVANTAGES

• It needs no release levers; the spring itself acts as a series of levers.

• The pressure of the spring increases until the flat position is reached and decreases as
this position is passed.
• The driver does not have to exert such heavy pedal pressure to hold the clutch
disengaged as with the coil spring type in which the spring pressure increases further
when the pedal is depressed to disengage the clutch.
• It is more compact than other designs.
• It is easier to balance rotationally and is less subjected to unwanted effects due to
centrifugal force at high rotational speeds.
• It gives uniformly distributed pressure on pressure plate.
• No needs release levers.
• Minimum effort is sufficient to disengage the clutch.
• It provides minimum number of moving components and hence minimum internal
friction is experienced.
• This is very commonly used in cars, light Lorries and mini trucks but is not much used
in heavy vehicles.
Fig: Load Vs Deflection
MULTIPLATE CLUTCH

• The multi-plate clutch is an extension of single plate type where the number of frictional
and the metal plates are increased.
• The increase in the number of friction surfaces obviously increase capacity of the clutch
to transmit torque, the size remaining fixed. Alternatively, the overall diameter of the
clutch is reduced for the same torque transmission as a single plate clutch.
• This type of clutch is, used in some heavy transport vehicles, in epicyclical gearboxes
and racing cars where high torque is to be transmitted. Besides, this finds applications
in case of scooters and motorcycles, where space available is limited.
• Extension of flywheel is a drum; which on its inner circumference is splined to carry a
number of thin metal plates. These must consequently revolve with drum but are able
to slide axially.
• Interleaved with these outer plates are a number of inner plates that are splined to an
inner drum which is coupled rotationally to the gearbox shaft.
• This drum is supported on a spigot extension of crankshaft.
• Between the web of inner drum and sleeve in inner drum is a strong coil spring. The
inner drum is thus pressed to left being provided with a flange it squeezes the inner and
55outer plates together so that friction between them transmits driving torque from
outer to inner drum.
• The clutch is disengaged by pulling inner drum right against spring force.
• The plates of multi-plate clutch were at one time made alternately of steel and phosphor
bronze but now are all of steel or one set may be lined with a friction material.
• With metal contact lubrication is essential and so clutch is made oil-tight and partly
filled with oil.
• The oil tends to make the plates drag when clutch is disengaged and so some mean
should be provided to avoid this drag.
CENTRIFUGAL CLUTCH

• In this type of clutches the springs are eliminated altogether and only the centrifugal
force is used to apply the required pressure for keeping the clutch in engagement
position.
• The advantage of the centrifugal clutch is that no separate clutch pedal is required.
• The clutch is operated automatically depending upon the engine speed. This means that
car can be stopped in gear without stalling the engine.
• As the speed increases, the weight A fly off, thereby operating the bell crank lever B
that presses the plate C.
• This force is transmitted to the plate D by means of springs E.
 • The plate D containing friction lining is thus pressed against the flywheel F thereby
engages the clutch.
• Spring G serves to keep the clutch disengaged at low speed say 500 rpm. The stop H
limits the amount of centrifugal force.

SEMI - CENTRIFUGAL CLUTCH

• It uses both centrifugal and spring force for keeping it in an engaged position.
• The springs are designed to transmit torque at normal speed, while centrifugal force
assists in torque transmission at high speed.
• This clutch consists of three hinged and weighted levers and three clutch springs
alternately arranged at equal spaces on the pressure plate.
• At low speeds the springs keep the clutch engaged and the weighted levers do not have
any pressure on pressure plate.
• At high speeds when power transmission is high, weights fly off and the levers also
exert pressure on plate, keeping the clutch firmly engaged.
• When the speed decreases the weights do not exert any pressure on the pressure plate.
• Only spring pressure is exerted on pressure plate which keeps the clutch engaged.
• An adjusting screw is provided at the end of the lever by means of which the centrifugal
force on pressure plate can be adjusted.
• At low speeds pressure on the spring is sufficient to transmit the torque required.
• At high speeds, the centrifugal force due to weight moves about the fulcrum thereby
pressing the pressure plate.
• The centrifugal force is proportional to the square of speed so that adequate pressure
level is attained.
 Fig: Centrifugal clutch - Force vs Speed characteristics
ELECTROMAGNETIC CLUTCH

• This type of clutch has been employed on some Renault cars.

• The construction and working of this clutch may be understood by means of simplified
figure.
• A is the engine flywheel incorporating the winding B.

• Clutch plate C is lined with friction surfaces and is free to slide on splines on the clutch
shaft.
• D is the pressure plate.
 • The winding B is supplied with current from battery dynamo.
• When the winding B is energized, it attracts the pressure plate D, thereby engaging the
clutch.
• When supply to winding B is cut off, the clutch is disengaged.
• There is a clutch release switch in the gear lever.
• This switch is operated as soon as the driver holds the gear lever change the gear, cutting
off current to the winding and thus causing clutch disengagement.
• Ordinarily the winding is connected to engine dynamo. At lower engine speeds,
dynamo output is also low which makes the force in winding very small.
• Three springs are also provided in the clutch (not shown) to balance this reduced
electromagnetic force at low speeds, thus disengaging the clutch.
• During normal operation, the electromagnetic force of the winding is regulated by
means of an electrical resistance, which itself is controlled by means of accelerator
pedal.
• As the acceleration pedal is pressed the resistance is gradually cut, thus increasing the
electromagnetic force.
• The electromagnetic type of clutch is best suited when remote operation is desired
since no linkages are required to control its engagement.
• A major limitation of this type is that of heat capacity since the clutch-operating
temperature is limited by the temperature rating of the insulation of the magnetic coil.
• Another disadvantage is its higher initial cost.

FLUID COUPLING
Fluid coupling is a device used to transmit torque from engine to gear box with fluid as
working medium.
CONSTRUCTION:
The function of the Fluid Coupling (FC) is to act as an automatic clutch between engine and
gearbox.
o There are two main rotating parts; an impeller driven by the engine and a
turbine which drives a gearbox.
o Each is bowl shaped and contains a number of partitions called vanes.
o The two bowls are placed face to face in a casing filled with oil, and they
are separated by a small clearance so that no rubbing contact between
them.
WORKING

• The working principle of a fluid coupling can be understood easily with the help
of two fans facing each other.
• This is the simple fluid coupling with air serving the function of fluid. The figure
shows the simple construction of a fluid flywheel.
• One shell is mounted on the crankshaft and is called impeller or driving member.
The other shell is mounted on the driven shaft and is called runner or driven
member.
• The two shells are very close with their ends facing each other and enclosed in
housing, so that they can be turned without touching each other.
• The housing is filled with liquid / fluid. When the engine drives the impeller it sets
up the fluid mass into motion, creating a fluid force. The path of the fluid force
strikes on a solid object, the turbine.
• The impact of the fluid jet stream against the turbine blades sets the turbine in
motion.
• With this energy cycle has been completed: mechanical to fluid and back to
mechanical. When the impeller spins up, two separate forces are generated in the
fluid. One is rotary flow, which is the rotational effort or the inertia of the impeller
rotation. The other is vortex flow which circulates the fluid members (it is at right
angles to the rotary flow) and is caused by the centrifugal pumping action of the
rotating impeller.
• The lag of the runner behind the impeller is known as slip, and depends upon the
engine speed and load.
• The slip is maximum with the vehicle at rest (turbine stationary) and the throttle
open to cause the impeller to start circulating oil.
• At greater speed ratios over 90% the rotary inertia or momentum of the fluid and
coupling members forms a hydraulic lock or bond, and the coupling members turn
as a single unit. This is referred as coupling point. In an ideal liquid coupling, the
runner would attain the same speed as the impeller, so as to receive all the power
imparted by the engine.
• In commercial designs the runner speed becomes almost equal to that of the
impeller only under the best operating conditions, when the efficiency of the
coupling is highest.
Fig: Direction of Fluid
PROPERTIES OF WORKING FLUIDS

• It should have high density.

• It should have optimum viscosity. If low viscosity fluid is used, sealing is difficult &
leakage takes place.
• If highly viscous fluid is used slip will be more.
• It should have low co-efficient expansion.
• It must have good heat transferable properties.
• It must have good lubricating properties.
• It must be readily available & cheaper.
• It must be non- corrosion.
• Working fluids: Mineral oils having low viscosity are used as working fluid
• SAE 10, SAE 10w, oils are used in Fluid coupling.
 Fig: Cut Section of Fluid Coupling

SLIP

• Slip is the ratio of the different of speeds of rotation of the impeller & runner, to the
speed of rotation of impeller and expressed in percentage. Speed of runner always
lags behind that of impeller

• Percentage slip = (N-n/N)*100

• When runner speed n=0, slip = 100%, Torque is not transmitted

• When N = n, slip = 0 , Torque is fully transmitted
• A fluid coupling cannot develop output torque when the input and output angular
velocities are identical.

• Hence a fluid coupling cannot achieve 100 percent power transmission efficiency.
• Due to slippage that will occur in any fluid coupling under load, some power will
always be lost in fluid friction and turbulence, and dissipated as heat.
TORQUE CAPACITY
FLUID
CHARACTERISTICS OF FLUID COUPLING
The stall speed is defined as the highest speed at which the impellor can rotate when the rotor
is locked and maximum input power is applied. Under stall conditions all of the prime
movers power would be dissipated in the fluid coupling as heat.
The fluid coupling can set the output power by varying the quantity of oil filled inside the
fluid coupling for a fixed input power. The quantity of oil once filled inside the fluid coupling
cannot be change in working condition; hence the fixed quantity of oil can transfer a fix
maximum power for a particular input power.

EFFICIENCY AND TORQUE CAPACITY

• The fluid coupling efficiency is defined as the ratio of the power available at the
turbine to the power supplied to the impeller. The difference between input and output
power, besides the power lost by fluid shock, friction and heat, is mainly due to the
relative slip between the input and output members. The percentage slip is defined as
the ratio of the difference in input and output speeds, (N-n) to the input speed, N
multiplied by 100.

ADVANTAGES OF FLUID COUPLING

• Controlled start up speed without shock loading of power transmission system.

• There is no mechanical contact between driving shaft and driven shaft (or between
pump wheel and turbine wheel).
• Hence there is no frictional wearing of them.
• Power transmission is smooth.
• Motor or engine starts unloaded.
• Fluid coupling can dampen shock loads.
• Fluid coupling can run smoothly even in extreme conditions.
• The power transmission is free from vibration.
• There is no chance of vibration noises when power transmitted from vibrating engine
to the driven shaft by using a fluid coupling.
• Fluid coupling can be used in both vertical and horizontal application.
• In case of overloading, it can disengage from driver by automatically draining the oil
filled by blowing of fusible plug.
• The maximum torque can be adjusted by varying the amount of oil filled in the
casing.
DISADVANTAGES OF FLUID COUPLING

• There is always slip.

 • There is always slight difference in speed of pump wheel and turbine wheel
• The fluid filled in casing must be compatible with coupling component, it directly
affects the transmission behavior of the fluid coupling.
• Fluid coupling cannot develop torque when the driving shaft and driven shaft are
rotating in same angular velocity.
• Under stalling condition, the coupling dissipates energy as heat it may lead to
damage.
GEARBOX
NECESSITY
The gear box is necessary in the transmission system to maintain engine speed at the most
economical value under all conditions of vehicle movement.

• An ideal gear box would provide an infinite range of gear ratios, so that the engine
speed should be kept at or near that the maximum power is developed whatever the
speed of the vehicle.
• Control over power output, by means of the throttle pedal, simply regulates the rate at
which the engine is doing work.
• At very high speeds, the power output will be correspondingly high but, the torque
output can at the same time be significantly less than at considerably lower speeds.
• In other words, maximum torque may be available over only a very limited speed
range.
• Consequently, one needs to be able to regulate both the power output and speed range
of the engine relative to the range of speeds over which the vehicle is at any given
time likely to be required to operate.
• Only in this way can the torque at the wheels be balanced against demands for either a
steady speed uphill or downhill, or on the level or for acceleration or deceleration.
• A gearbox is necessary, therefore, so that the driver can regulate torque by selecting
the appropriate speed range or, in other words, the vehicle speed at which maximum
torque is obtainable.
• If it is greater, the vehicle will accelerate, and if it is smaller, it will decelerate until a
balance is obtained. Such a balance is established eventually, because two of the
forces vary with speed.
• When the vehicle is moving at a uniform speed, the drive force, or tractive effort, at
the wheels must be such as to exactly balance the sum of three categories of variable
forces tending to oppose the motion.
FUNCTION

• Torque ratio between the engine and wheels to be varied for rapid acceleration and for
climbing gradients.
• It provides means of reversal of vehicle motion.
• Transmission can be disconnected from engine by neutral position of gear box.
TYPES OF FORCES

• Air resistance
• Gradient resistance
• Rolling resistance
TYPES OF GEARBOXES USED IN TRANSMISSION

• Manual transmission
o Sliding mesh gear box
o Constant mesh gear box
o Synchromesh gear box
o Epicyclical gear box
• Automatic transmission
o Semi-automatic
o Fully automatic
GEAR BOX
Selective Type Gear Box

• It is the transmission in which any speed may be selected from the neutral position.
• In this type of transmission neutral position has to be obtained before selecting any
forward or reverse gear. Some selective type gear boxes are,
1. Constant mesh gear box with positive dog clutch.
2. Constant mesh gear box with synchromesh device.
3. Sliding mesh gear box
SLIDING MESH GEARBOX
Sliding mesh gear box is the simplest and oldest type of gear box.

• The clutch gear is rigidly fixed to the clutch shaft.

• The clutch gear always remains connected to the drive gear of countershaft.
• The other lay shaft gears are also rigidly fixed with it.
• Two gears are mounted on the main shaft and can be sliding by shifter yoke when
shifter is operated.
• One gear is second & top speed gear and the other is the first and reverse speed gears.
All gears used are spur gears.
• A reverse idler gear is mounted on another shaft and always remains connected to
reverse gear of counter shaft
Fig: Three Speed Sliding Mesh Gear

Fig: Four Speed Sliding Mesh Gear

First gear

• By operating gearshift lever, the larger gear on main shaft is made to slide and mesh
with first gear of countershaft.
• The main shaft turns in the same direction as clutch shaft in the ratio of 3:1.
Second gear

• By operating gear shift lever, the smaller gear on the main shaft is made to slide and
mesh with second gear of counter shaft.
• A gear reduction of approximately 2:1 is obtained.
Top gear

• By operating gearshift lever, the combined second speed gear and top speed gear is
forced axially against clutch shaft gear.
• External teeth on clutch gear mesh with internal teeth on top gear and the gear ratio is
1:1.
Reverse gear

• By operating gearshift lever, the larger gear of main shaft is meshed with reverse idler
gear.
• The reverse idler gear is always on the mesh with counter shaft reverse gear.
Interposing the idler gear, between reverse and main shaft gear, the main shaft turns in
a direction opposite to clutch shaft.
Neutral gear

• When engine is running and the clutch is engaged, clutch shaft gear drives the drive
gear of the lay shaft and thus lay shaft also rotates.
• But the main shaft remains stationary as no gears in main shaft are engaged with lay
shaft gears.
CONSTANT MESH GEARBOX
In this type of gearbox, all the gears of the main shaft are in constant mesh with
corresponding gears of the countershaft.

• The gears on the main shaft which are bushed are free to rotate.
• The dog clutches are provided on main shaft.
• The gears on the lay shaft are, however, fixed.
• When the left Dog clutch is slide to the left by means of the selector mechanism, its
teeth are engaged with those on the clutch gear and we get the direct gear.
 Fig: Constant Mesh Gearbox

• The same dog clutch, however, when slide to right makes contact with the second
gear and second gear is obtained.
• Similarly movement of the right dog clutch to the left results in low gear and towards
right in reverse gear. Usually the helical gears are used in constant mesh gearbox for
smooth and noiseless operation.
 Fig: Dog gears
SYNCHROMESH GEARBOX

• A device used to bring two adjacent members to the same speed before allowing the
sleeve to engage them.
• The two elements are friction clutch and toothed clutch.
• Lock the positive engagement until speeds are synchronized.
• Establish the positive engagement and power flow.
• Synchronizer is splined on the shaft Cone on the gear (blue)
fits into cone-shaped area in the collar.
• Friction between the cone and collar synchronize
the collar & gear.
• The outer portion of the collar (sleeve) then slides
so that the dogteeth engage the gear.
This type of gearbox is similar to the constant mesh type gearbox.

• Instead of using dog clutches here synchronizers are used.

• The modern cars use helical gears and synchromesh devices in gearboxes, that
synchronize the rotation of gears that are about to be meshed.
SYNCHRONIZERS

• This type of gearbox is similar to the constant mesh type in that all the gears on the
main shaft are in constant mesh with the corresponding gears on the lay shaft.
• The gears on the lay shaft are fixed to it while those on the main shaft are free to
rotate on the same.
• Its working is also similar to the constant mesh type, but in the former there is one
definite improvement over the latter.
• This is the provision of synchromesh device which avoids the necessity of double-
declutching.
• The parts that ultimately are to be engaged are first brought into frictional contact,
which equalizes their speed, after which these may be engaged smoothly.
• Figure shows the construction and working of a synchromesh gearbox.
• In most of the cars, however, the synchromesh devices are not fitted to all the gears as
is shown in this figure.
• They are fitted only on the high gears and on the low and reverse gears ordinary dog
clutches are only provided. This is done to reduce the cost.

• In figure A is the engine shaft, Gears B, C, D, E are free on the main shaft and are
always in mesh with corresponding gears on the lay shaft.

• Thus all the gears on main shaft as well as on lay shaft continue to rotate so long as
shaft A is rotating.

• Members F1 and F2 are free to slide on splines on the main shaft.

• G1 and G2 are ring shaped members having internal teeth fit onto the external teeth
members F1 and F2 respectively.

• K1 and K2 are dogteeth on B and D respectively and these also fit onto the teeth of
G1 and G2. S1 and S2 are the forks.

• T1 and T2 are the balls supported by spring.

• These tend to prevent the sliding of members G1 (G2) on F1 (F2).

• However when the force applied on G1 (G2) slides over F1 (F2).

• These are usually six of these balls symmetrically placed circumferentially in one
synchromesh device. M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces.

• To understand the working of this gearbox, consider figure which shows in steps how
the gears are engaged.

• For direct gear, member G1 and hence member F1 (through spring- loaded balls) is
slide towards left till cones M1 and M2 rub and friction makes their speed equal.

• Further pushing the member G1 to left causes it to overdrive the balls and get engaged
with dogs K1.

• Now the drive to the main shaft is direct from B via F1 and the splines.

• However, if member G1 is pushed too quickly so that there is not sufficient time for
synchronization of speeds, a clash may result.

• Likewise defect will arise in case springs supporting the balls T1 have become weak.

• Similarly for second gear the members F1 and G1 are slide to the right so that finally
the internal teeth on G1 are engaged with L1.

• Then the drive to main shaft will be from B via U1, U2, C, F1 and splines.

• For first gear, G2 and F2 are moved towards left. The drive will be from B via U1,
U2, D, F2 and splines to the main shaft. For reverse gear, G2 and F2 are slid towards
right.
• In this case the drive will be from B via U1, U2, U5, E, F2 and splines to the main
shaft.

Fig: The synchromesh gearbox

Fig: The synchromesh gearbox when engaged

PERFORMANCE CURVES

• Having thus obtained curves showing the variation, with varying vehicle speed, of
both the tractive effort and the total resistance to be overcome, let these curves be
plotted to the same scales and on the same sheet of paper, as has been done in Fig.
• In that figure the curves A–F are curves of total resistance for a road with a uniform
surface but of varying gradient.
• Curve A being the level and curve F the steepest gradient.
• Curves RS, TU and VW are curves of tractive effort for three different gear ratios, RS
being, say, the top gear, TU the next lower gear, etc.
• Suppose the vehicle is travelling on the level at a speed represented by OX. Then the
resistance to be overcome is XY, while the tractive effort available is XZ.
• The tractive effort available is therefore greater than the resistance to be overcome
and the excess tractive effort YZ will go to increase the speed of the vehicle.
• Now as the speed increases the resistance also increases but the tractive effort, it will
be noticed, falls off. The excess tractive effort, given by the intercepts corresponding
to YZ, which is available for acceleration, becomes smaller and smaller as the speed
increases until, when the speed is OM, the tractive effort available is only just equal to
the resistance to be overcome.
• There is therefore no excess tractive effort available for acceleration, and the speed
cannot be increased further, OM represents the highest speed the vehicle can reach on
the level road to which the curve A applies.
• The curve RS represents the tractive effort with the engine running with the throttle
wide open.
• If it is not desired to increase the speed beyond the value OX then the throttle would
be closed until the tractive effort was equal to XY, and the speed would be maintained
but not increased.
• Now suppose the vehicle is travelling on the level at the maximum speed OM, and
that it comes to a gradient to which the curve B applies.
• At the speed OM on the gradient B the resistance is MN, but the tractive effort
available is only MH.
• Hence the excess resistance HN will slow the vehicle down and the speed will fall to
the value given by the point I, at which the tractive effort is equal to the resistance to
be overcome.
• Now suppose that the gradient becomes steeper and steeper so that we pass in
succession from curve B to curve C and so on.
• The speed that can be maintained gets progressively lower as indicated by the points
J, K, etc., and it will be seen that we cannot traverse the gradient E at any speed since
the tractive effort curve lies everywhere below the resistance curve.
• Now, with ordinary sized engines, if the gear ratio is such as to give a reasonable
maximum speed on the level, then quite a medium gradient would bring about the
conditions represented by the curve E, and the vehicle would be brought to rest.
• But if the gear ratio between the engine and the driving wheels can be altered we can
pass from the tractive effort curve RS to the curve TU and then the gradient E can be
traversed at the speed given by the point L.
• Thus in order to permit a reasonably high maximum speed on the level and at the
same time to be able to climb medium gradients we require to have available two
different gear ratios.

Fig: Performance Curves

• Similarly in order to permit reasonably high speeds up medium gradients and yet be
able to climb steep gradients, we need a third gear ratio, and a fourth or fifth ratio may
be desirable.
• It should also be clear that at the lower speeds, when quick acceleration is especially
desirable, there is a greater excess of tractive effort available on a lower gear than on
a higher one.
EPICYCLICAL GEARBOX
Fig: 2D Side and Front Views

Fig: Side View

BASIC INPUT AND OUTPUT LAWS IN PLANETARY GEARS

• When the internal gear and pinions are free to rotate at the same time, the pinions always
follows the same direction as the internal gear.
• The sun gear always rotates opposite to pinion
• When the planet carrier is the output, it always follows the direction of the input gear
member.
• When the planet carrier is the input, the output gear follows carrier direction.
• Small gear drives a large gear, output torque is increased and output speed is decreased.
• Large gear drives a smaller gear, output torque is decreased and output speed is increased.

NEUTRAL

Fig: Neutral
 • When there is an input but no reaction member (Output), the condition is neutral.
• In this case the power from the engine is connected to gear box.

Fig: Overdrive

OVERDRIVE

• When there is a reaction member (Output) and the planetary carrier is the input the
condition is over drive.
• The Reaction Member (Output) may be Sun gear or Ring gear.

Sun Carrier Ring Speed Torque Direction

Output Input Held Max. Increase Max. reduction Same as input

Held Input Output Min. Increase Min. reduction Same as input

REDUCTION

• When there is an input in sun gear or ring gear and the planet carrier is the output, the
condition is gear reduction.

Sun Carrier Ring Speed Torque Direction

Input Output Held Max. reduction Max. increase Same as input

Held Output Input Min. Reduction Min. increase Same as input

 Fig: Reduction

REVERSE

• When the planet carrier is held against rotation with either the sun gear or internal gear
driving, the result is reverse.

Sun Carrier Ring Speed Torque Direction

Input Held Output Reduction Increases Opposite of input

Output Held Input Increase Reduction Opposite of input

DIRECT DRIVE

• Direct drive is obtained by clutching or locking any two members of the gear set together.
• Driving any two members at the same relative speed and in the same direction gives the
same effect.
 Fig: Epicyclical Gear Train

TYPES OF EPICYCLICAL GEAR ARRANGEMENT

• Simple planetary
• Compound Planetary
• Coupled planetary
• Differential planetary

Simple Planetary

• With fixed sun the arrangement is called solar.

• With fixed carrier the arrangement is called Star.
• With fixed ring gear it is called planetary.
Compound Planetary

In this type of gearing arrangement two planets are mounted on the same shaft and can be
connected in many ways to different gear ratios.

Coupled Planetary

• In this type of gearing arrangement two or more simple planetary gear trains are arranged in
such way that two members of the one arrangement are common to the adjacent one can
be connected in many ways to different gear ratios.
Differential Planetary

• The differential planetary in one in which there is more than one input or output where each
member can rotate depending on the torque balance between the members
ADVANTAGES

• Planetary gears are compact, yet strong enough to handle great amounts of torque.
• All members of a planetary gear set share a common axis, which provides for a very compact
unit.
• The gears are typically helically cut gears, which offer quite operation.
• Planetary gears are always in constant mesh. This reduces the risk of gear damage and
allows for smooth and quick gear ratio changes.
• Holding a gear set member is easy because of the location of the different members of the
gear set.

Fig: Planetary Gear Train

WILSON GEAR BOX

First gear

• The primary epicycle gear train is common to all the ratios.

• Its sun S1, is driven by shaft D, which is coupled directly to the engine crankshaft,
while its planet carrier C1 is coupled directly to the transmission line to the road
wheels.
• In other words, these two elements are respectively the input and output regardless of
ratio selected.
• The required gear ratios are obtained by driving the annulus at different speeds in
relation to engine speed.

Fig: First Gear

Second gear

• The sun gear S2, in common with S1 adjacent to it, is driven by the engine, the planet
carrier C2 is coupled to the annulus A1 and, to obtain second gear, a brake is applied
to the annulus A2.
• So long as this brake is holding A2 stationary, the coupled carrier C2 and annulus A1
rotate in the same direction as the engine but at a lower speed.
• Consequently, C1 rotates at a higher speed than it did in first gear.

Fig: Second Gear

Third gear

• Annulus A1 and therefore also the planet carrier C2 must be made to rotate faster than
in second gear.
• This entails causing A2 to rotate in the same direction as the engine, by applying the
brake to drum F to stop S3.
• The other two elements in the second gear train, C3 and A3, are coupled respectively
to A2 and C2. With S3 fixed and A3 rotating in the same direction as the engine, C3,
S2 and A2 will also be rotating in that direction, the last two because C3 is coupled to
A2.
• Consequently, the speed of rotation of C2 must be greater than when A2 was fixed:
therefore annulus A2 must be rotating faster than in second gear.
Direct drive

• It is obtained by sliding the male cone G along the splines on the shaft D, and locking
it in the female cone in the drum F which is fixed to S3.
• This locks the whole epicyclical gear assembly together, so that it rotates en bloc.
Reverse gear

• Obtaining reverse gear, entails bringing the fourth epicyclical train into operation by
applying the brake to A4.
 Fig: Direct Drive

• Sun S4 is fixed to A1, and carrier C4 is fixed to the driven shaft E.

• Sun S1 is driven forwards by the engine, and the planet pinion, acting as an idler,
drives the annulus A1, and with it the sun S4, backwards

Fig: Reverse Gear

• Since A4 is braked, S4 drives the planet carrier C4 backwards too.

• Moreover, since both C1 and C4 are fixed to the output shaft to the road wheels, both
have to rotate at the same speed in the same direction.
• This speed is in fact determined by the numbers of teeth on A1 and S1 relative to
those on S4 and A4, the last mentioned pair determining the speed of rotation of the
annulus A.
DUAL CLUTCH TRANSMISSION

• A dual-clutch transmission offers the function of two manual gearboxes in one.

• To understand what this means, it's helpful to review how a conventional manual gearbox
works.
• When a driver wants to change from one gear to another in a standard stick-shift car, he first
presses down the clutch pedal.
• This operates a single clutch, which disconnects the engine from the gearbox and interrupts
power flow to the transmission.
• Then the driver uses the stick shift to select a new gear, a process that involves moving a
toothed collar from one gear wheel to another gear wheel of a different size.

• Devices called synchronizers match the gears before they are engaged to prevent grinding.
• Once the new gear is engaged, the driver releases the clutch pedal, which re-connects the
engine to the gearbox and transmits power to the wheels.
• So, in a conventional manual transmission, there is not a continuous flow of power from the
engine to the wheels. Instead, power delivery changes from on to off to on during gearshift,
causing a phenomenon known as "shift shock" or "torque interrupt." For an unskilled driver,
this can result in passengers being thrown forward and back again as gears are changed.
• A dual-clutch gearbox, by contrast, uses two clutches, but has no clutch pedal.
• Sophisticated electronics and hydraulics control the clutches, just as they do in a standard
automatic transmission. In a DCT, however, the clutches operate independently.
• One clutch controls the odd gears (first, third, fifth and reverse), while the other controls the
even gears (second, fourth and sixth). Using this arrangement, gears can be changed without
interrupting the power flow from the engine to the transmission.
• A DCT is an automated manual transmission which uses two separate clutches, one of each
odd and even gear sets. So it almost seems like a DCT is two manual gearboxes stuffed into
one housing. These DCTs are normally operated much like a standard automatic
transmission, with a simple PRND gear selector and no clutch pedal. They can also work just
like an automatic transmission, shifting gears on their own, or can be manually controlled,
via paddle shifters or a separate gate on the gear selector.
• This works like so: one clutch has an odd number gear engaged, the computer figures out
which even number gear you will need next, have the second clutch ready that gear and
simply switch clutches when the time is right.
• The idea is to give customers the ability to creep along in automatic mode, much like they
would with a standard torque-converter automatic, or shift gears manually if they so choose.
• The DCT is supposed to be the best of both worlds, and it’s about as close as we’ll ever get to
that.
• The advantages of a DCT are shift times, fuel economy and ease of operation. This makes
high-performance cars significantly faster, especially when the difference in lap times or
quarter mile times can come down to milliseconds. Modern day DCTs are also far more fuel
efficient than manual or standard automatic gearboxes. And they offer a much simpler
experience.
• A driver can cruise along in “D” just like a standard auto, but as soon as a twisty bit of road
appears, start pulling paddles and it instantly becomes a manual transmission.
• This is why automakers are using them instead of manuals, as customers paying incredible
amounts of money for performance cars want the easiest and fastest option.
• There are a couple of drawbacks to the DCT. One of them is weight/size. DCTs are very
heavy, in comparison to their alternatives, and are more difficult to package properly, due to
their large size.
• The weight is easily offset by the performance gained, but that still leaves them difficult to
package. DCTs are also very expensive.
• A DCT option for nearly any car is a couple of thousand dollars, so a customer must really
want one in their car to shell out the clams for one.
• They are usually the only automatic transmission option available, so if the customer doesn’t
want to row their own gears, they must fork over the extra money for the DCT. But the
biggest knock against the DCT is simply the fact that it isn’t a manual.
DETERMINATION OF GEAR RATIOS
In mechanical engineering, a gear ratio is a direct measure of the ratio of the rotational
speeds of two or more interlocking gears. As a general rule, when dealing with two gears, if
the drive gear (the one directly receiving rotational force from the engine, motor, etc.) is bigger
than the driven gear, the latter will turn more quickly, and vice versa. We can express this basic
concept with the formula Gear ratio = T2/T1, where T1 is the number of teeth on the first gear
and T2 is the number of teeth on the second.

FINDING THE GEAR RATIO OF A GEAR TRAIN

Two Gears:

1. Start with a two-gear train.

To be able to determine a gear ratio, you must have at least two gears engaged with each other
— this is called a "gear train." Usually, the first gear is a "drive gear" attached to the motor
shaft and the second is a "driven gear" attached to the load shaft. There may also be any number
of gears between these two to transmit power from the drive gear to the driven gear: these are
called "idler gears."
For now, let's look at a gear train with only two gears in it. To be able to find a gear ratio, these
gears have to be interacting with each other — in other words, their teeth need to be meshed
and one should be turning the other. For example purposes, let's say that you have one small
drive gear (gear 1) turning a larger driven gear (gear 2).
 2. Count the number of teeth on the drive gear.
One simple way to find the gear ratio between two interlocking gears is to compare the number
of teeth (the little peg-like protrusions at the edge of the wheel) that they both have. Start by
determining how many teeth are on the drive gear. You can do this by counting manually or,
sometimes, by checking for this information labelled on the gear itself.
For example purposes, let's say that the smaller drive gear in our system has 20 teeth.

3. Count the number of teeth on the driven gear.

Next, determine how many teeth are on the driven gear exactly as you did before for the drive
gear.
Let's say that, in our example, the driven gear has 30 teeth.

4. Divide one teeth count by the other.

Now that you know how many teeth are on each gear, you can find the gear ratio relatively
simply. Divide the driven gear teeth by the drive gear teeth. Depending on your assignment,
you may write your answer as a decimal, a fraction, or in ratio form (i.e., x: y).
In our example, dividing the 30 teeth of the driven gear by the 20 teeth of the drive gear gets
us 30/20 = 1.5. We can also write this as 3/2 or 1.5: 1, etc.
What this gear ratio means is that the smaller driver gear must turn one and a half times to get
the larger driven gear to make one complete turn. This makes sense — since the driven gear is
bigger, it will turn more slowly.
More than Two Gears

1. Start with a gear train of more than two gears.

As its name suggests, a "gear train" can also be made from a long sequence of gears — not just
a single driver gear and a single driven gear. In these cases, the first gear remains the driver
gear, the last gear remains the driven gear, and the ones in the middle become "idler gears."
These are often used to change the direction of rotation or to connect two gears when direct
gearing would make them unwieldy or not readily available.
Let's say for example purposes that the two-gear train described above is now driven by a small
seven-toothed gear. In this case, the 30-toothed gear remains the driven gear and the 20-toothed
gear (which was the driver before) is now an idler gear.

2. Divide the teeth numbers of the drive and driven gears.

The important thing to remember when dealing with gear trains with more than two gears is
that only the driver and driven gears (usually the first and last ones) matter. In other words, the
idler gears don't affect the gear ratio of the overall train at all. When you've identified your
driver gear and your driven gear, you can find the gear ratio exactly as before.
In our example, we would find the gear ratio by dividing the thirty teeth of the driven gear by
the seven teeth of our new driver. 30/7 = about 4.3 (or 4.3: 1, etc.) This means that the driver
gear has to turn about 4.3 times to get the much larger driven gear to turn once.
 3. If desired, find the gear ratios for the intermediate gears.
You can find the gear ratios involving the idler gears as well, and you may want to in certain
situations. In these cases, start from the drive gear and work toward the load gear. Treat the
preceding gear as if it were the drive gear as far as the next gear is concerned. Divide the
number of teeth on each "driven" gear by the number of teeth on the "drive" gear for each
interlocking set of gears to calculate the intermediate gear ratios.
In our example, the intermediate gear ratios are 20/7 = 2.9 and 30/20 = 1.5. Note that neither
of these are equal to the gear ratio for the entire train, 4.3.
However, note also that (20/7) × (30/20) = 4.3. In general, the intermediate gear ratios of a gear
train will multiply together to equal the overall gear ratio.

MAKING RATIO/SPEED CALCULATIONS

1. Find the rotational speed of your drive gear.

Using the idea of gear ratios, it's easy to figure out how quickly a driven gear is rotating based
on the "input" speed of the drive gear. To start, find the rotational speed of your drive gear. In
most gear calculations, this is given in rotations per minute (rpm), though other units of velocity
will also work.
For example, let's say that in the example gear train above with a seven-toothed driver gear and
a 30-toothed driven gear, the drive gear is rotating at 130 rpms. With this information, we'll
find the speed of the driven gear in the next few steps.
 2. Plug your information into the formula S1 × T1 = S2 × T2.
In this formula, S1 refers to the rotational speed of the drive gear, T1 refers to the teeth in the
drive gear, and S2 and T2 to the speed and teeth of the driven gear. Fill in the variables until
you have only one left undefined.
Often, in these sorts of problems, you'll be solving for S2, though it's perfectly possible to solve
for any of the variables. In our example, plugging in the information we have, we get this:
130 rpms × 7 = S2 × 30

3. Solve.
Finding your remaining variable is a matter of basic algebra. Just simplify the rest of the
equation and isolate the variable on one side of the equals sign and you will have your answer.
Don't forget to label it with the correct units — you can lose points for this in schoolwork.
In our example, we can solve like this:
130 rpms × 7 = S2 × 30
910 = S2 × 30
910/30 = S2
30.33 rpms = S2
In other words, if the drive gear spins at 130 rpms, the driven gear will spin at 30.33 rpms.
This makes sense — since the driven gear is much bigger, it will spin much slower.
TORQUE CONVERTER

Fig: Schematic of Torque Convertor

Fig: Impeller

Fig: Turbine
 Fig: Fluid flow in Impeller

Fig: Fluid flow from Impeller to Turbine

Fig: Fluid flow from Turbine to Impeller

Fig: Position of Stator

 Fig: Stator

Fig: Lock up Clutch

 Fig: Shaft Location

Fig: Torque Convertor Assembly

PRINCIPLE OF OPERATION
• The phenomenon of torque conversion by hydrodynamic means is illustrated
graphically by polar diagram, where distance radially outward from the base circle
represent forward or positive moments of momentum of the spinning fluid and
distance inward from that circle negative moments.
• The spinning velocity of fluid and its moment momentum both are maximum at the
runner entrance at the top of diagram.
• When the runner is at rest or nearly so the spinning velocity and moment of
momentum of the fluid are quickly reduced to zero, and owing curvature of the
running blades a reverse or negative spinning motion is imparted to the fluid.
• The torque imposed on the runner is proportional to the sum of the forward moment
of momentum at the entrance and reverse moment of momentum at the exit as shown.
• But while fluid undergoes a great change of motion in runner and as a result subjects
the latter to heavy torque it gives up little energy to the runner because latter is either
standstill or turning at a very low speed.
• On leaving the runner the fluid therefore still possesses most of the kinetic energy
with which it entered the member.
• In reaction member the spinning motion is reversed and the fluid leaves that member
with a positive moment of momentum nearly equal to the negative moment of
momentum with which it entered.
• The reaction member is subjected to a torque opposite in direction to that on the
runner and proportional to the difference between the negative moment of momentum
at entrance and positive moment of momentum at exit, of course it is proportional to
the sum of the two.
• The fluid now enters the impeller already possessed of a certain forward spinning
velocity and the impeller needs to add only enough to bring the total velocity up to
that at which the fluid entered the runner.
• In the case represented by the diagram, if the moment of momentum added to the
fluid in the impeller is represented by1, the change of moment of momentum in the
reactor is about 1.4, and the change of moment of momentum in the runner is 2.4.
• Therefore torque ratio in this particular case is 2.4.

Fig: Torques developed in a Torque Convertor

Fig: Direction of Fluid Flow

Fig: Direction of Fluid Flow

Fig: Direction of Fluid Flow

 • Stator assembly mounts on One-way clutch.
• Stator multiplies torque
• At 90% speed ratio, the stator rotates same speed as turbine and impeller and
“coupling phase” occurs.
CONSTRUCTION

• A hydrodynamic torque converter is a device used for multiplying torque (or) turning
moment by hydrodynamic means, which is making use of kinetic energy of a fluid in
motion.
• It consists of three vaned members.
• An impeller secured to the input shaft, a runner secured to the output shaft and a
reaction member fixed in position.
• All three being enclosed in a housing filled with hydraulic fluid.
• The impeller serves to impart a whirling motion to the fluid, the runner is kept
rotating by the whirling fluid, and the reaction member changes the direction of the
whirling motion between runner outlet and impeller inlet in such a way that the K.E
left in the fluid will help to drive the impeller.
• The input torque which the converter is able to take is proportional to the difference
between the moments of momentum of the fluid at the entrance and exit of the
impeller.
• Since the moment of momentum is proportional to the product of the spinning
velocity and the radius of the spinning motion, it is obvious that the torque capacity
increases with the exit diameter of the impeller and as the entrance diameter
decreases.
VARIATION OF EFFICIENCY WITH SPEED RATIO

• When starting from rest, efficiency = 0 i.e., both output speed and output are zero.
• Efficiency = 0 when the load is removed, runner is allowed to race.
• As the runner gains speed, efficiency increases.
• Max value of efficiency at design point (arbitrarily set).
• Max efficiency is of 85% to 90% based on
1. No of stages
2. No of blades
3. Refinement of blades
4. Blades entrance & exit angles
• At a certain speed ratio, coupling point output torque = input torque.
VARIATION OF TORQUE WITH SPEED RATIO

• Output torque is max when starting α 1/ N2

• T.C of cars has stall – torque ratio of 2.0 & 2.5.
• Possible to get high torque ratios, but not practical, since is low, trouble of
overheating.
 • Reducing gear is used for high ratios
• Another reason for moderate stall torque – its efficiency as F.C decreases further .i.e.
for high torque ratio vanes have to be curved sharply.
• Single stage T.C – 2 to 4
• Two stage T.C – 3 to 5
• Three stage T.C – 4.5 to 6
CHARACTERISTICS OF TORQUE CONVERTER

• The graph below shows the manner in which torque-increases and efficiency vary
when rotor speed varies from zero to maximum value (2500 rpm) the impeller speed
being constant at 3000 rpm.

• When the rotor speed is zero (because the resistance opposing its motion is large
enough to hold it fixed), the torque tending to rotate will be nearly 6 ½ times
the torque developed by engine at its speed of 3000 rpm.
• If the resistance to the motion of rotor now decreases, so that rotor starts to rotate,
then as it gathers speed so the driving torque driving action on it falls off, At a rotor
speed of l000, for e.g. the driving torque would have fallen off to about 3 times the
engine torque, at l900 rpm.
• The driving torque would be just equal to engine torque, while at 2500 rpm, then
driving torque would have fallen to zero.
• The efficiency on the other hand starts at zero, when the rotor speed is zero, because
although torque acting on the rotor is then larger, no rotation occurs and torque does
not work, thus no work is being got out of converter but a lot of work being put in by
the engine and so the efficiency is zero, as the rotor speed increases, so does the
efficiency and a peak efficiency of 86- 90% is reached at a rotor speed of about l000
rpm.
 • As the rotor speed continuous to increase, the efficiency falls off again and at 2500
rpm becomes zero one more, this time because although rotor is revolving rapidly, the
driving torque on it is zero, and no work can be out of it.

VARIATION OF EFFICIENCY & TORQUE WITH SPEED RATIO

CHARACTERISTICS OF TORQUE CONVERTER AT 2000 rpm

The graph above shows the same things but for on impeller speed of 2000 rpm instead of
3000 rpm.
 • It will be seen that the driving torque acting on the rotor when it is stalled, i.e., held at
rest, is now only 4 l/3 times of engine torque and it falls of to zero at a rotor speed of
l800 rpm.
• The efficiency reaches a maximum value of only about 80% instead of 85-90%.
• It is thus that only a rather range of rotor speeds, if the efficiency resonantly good and
it must be borne in mind that if efficiency is (say) 60%, then 40% of power developed
by engine is wasted, being converted into heat which raises the temperature of Torque
Converter (TC) fluid and which has to dissipate by some means, commonly a radiator.
• The falling off of the efficiency at low speed end of range can be treated because
these speeds are normally used only for short period when starting and climbing
several hill, but the fall off at higher speeds cannot be tolerated and must be
circumvented.
• There are two principle ways in which this can be done.
• By substituting a direct drive for TC at high speeds.
• By making the TC function as a fluid flywheel at the higher speeds.

SINGLE STAGE VS MULTI STAGE TORQUE CONVERTER

Single Stage Torque Converters

• Each converter consists basically of three elements: the turbine, the stator, and the
impeller.
• Single-stage converters come in two types of housing — stationary and rotating.
Depending on the model, single-stage torque converters boast a variety of capabilities
Three Stage Torque Converters

• Three-stage torque converters employ three rings of turbine blades, as well as two sets
of reactor or stator blades.
• The effect of this design is increased torque — up to five times the amount of engine
output torque, in fact, when the engine is at a stall.
• Depending on the specific design, three-stage converters are rated for a range of
engines, including 335 hp at 2400 rpm, 420 hp at 2200 rpm, and 580 hp at 2,200 rpm.
Three-stage converters also come with both stationary and rotating housing.
 Fig: Multistage Torque Converter

Fig: Multistage Torque Converter

• For the highest torque ratios, it is necessary to employ multi-stage converter.

 • The Multi Stage (M.S.) torque converter is one in which, the circulating fluid
impinges two or more turbine members separated by reactors.
• First stage of conversion is reached when the fuel has traveled through the
impeller, turbine and reactors and extra stages are sometimes added to obtain a
particular type of performance.
• The provision of an additional turbine is referred to as an extra stage and thus
conforms to steam turbine practice.
• It is necessary to emphasize that additional turbine member must be separated by a
reactor from a previous turbine to create an extra stage, and should not be confuse
with practice of dividing the reactor member for instance into several parts, so as to
carry out operation of reactor in a number of phases.
• The reason for using an increased number of stages is usually to increase torque
conversion ratio but certain other advantages are obtainable.
• A multistage converter having a turbine immediately preceding impeller has
advantage that as the vehicle accelerates, fluid can be delivered at greater
velocity head to turbine which is enabled to rotate at faster speed.
• This fact extends useful range of converter and increases it power rating. The
increased number of stages may increase fluid friction on account of longer
circulation path, and efficiency of multistage converter tends to fall of rather sharply
and raging usually occurs at lower speed ratios than for a single- stage
converter.
• Thus, although increased torque ratios are obtained with multistage converter, it is
noticed that all the forms of converter discussed so for exhibit a similar o/p
characteristic which is roughly parabolic in shape.
• Variations in blade design or number of stages has the effect of moving the peak of
curve towards low ratio (stall) end of o/p speed range or towards the higher ratios
(raging).
• Consequently a typical Multi Stage converter will develop an o/p torque equal to
about 2 ½ times the value of input torque at its maximum efficiency point.
• But as the turbine accelerates, the value falls rapidly and o/p torque soon falls to zero.
• This type of converters thus would give a good initial acceleration of vehicle from rest
but would be inefficient for a normal cruising which is mainly carried out at unity
torque ratio (direct drive).
• For this reason, most MS or high torque ratio converters are used in conjunction with
a friction clutch are some other way of obtaining an efficient direct drive.
POLY PHASE CONVERTER-COUPLINGS

• This next type of fluid drive represents an attempt to combine the best operating
characteristics of two or more different designs of converters into a single converter.
• These ideas are usually incorporated into converter couplings, but it is converter
operation it takes place in several phases.
• A poly phase converter coupling is a variation of a normal 3-element machine
in which at least one of the 3 basic members is divided into further elements.
• The reactor has to deal with fluid flow from widely changing entrance direction
and this member can be divided into a number of elements which adjusts themselves
to the changing flow.
• The practice of dividing a rotating member into several elements is widely used at the
present time and it is usual to have 2&3 phases, each of which is represented by a
bladed ring element which is also rotate freely when the fluid flow has changed
the direction by a given amount.
• In this way, the elements of reactor enables the operation of redirecting the flow to be
carried out in a number of distinct phases, giving rise to the use of the term poly phase
converter, or poly phase converter coupling.
• This method is not confined to reaction member, and impeller or turbine
member may also be divided into a number of these elements which may rotate at
different speed by the introduction of free-wheel units.
• Such free-wheeling blade elements detach themselves from parent member and rotate
at speeds that least resistance to fluid flow occurs.
• At this point, the detached members can be considered as turbines at raising speed.
From figure, it is seen that efficiency curve combines the most useful parts of curves
of three different converter designs as the fluid drive effects a three phase
transition from converter to coupling.
• Each y peak is related to a particular design point which is referred to as one
of the three separate phases of particular design.
 • The poly phase converter coupling represents modern practice in which entrance
losses are almost completely removed for a useful range of speed ratios.

• There still remains a need to extend this useful range of ratio and most
transmission use and auxiliary gear box to give increased o/p torque for
improved acceleration and for climbing steeped gradient.
• Although there are a few transmission which include a certain features not covered
by foregoing 5 basic types, all known design can be properly classified into one
of three categories.
LIMITATION OF A THREE ELEMENT TORQUE CONVERTER

• A disadvantage with the popular three element torque converter is that its stall torque
ratio is only in the region of 2:1, which is insufficient for some applications.
• Torque multiplication can be doubled by increasing the number of turbine and stator
members within the converter, so that there is more stages of conversion.
• Consider the three stage torque converter, it is comprised of one impeller, three
interlinked output turbines and two fixed stator blades.
LIMITATION OF A MULTI STAGE TORQUE CONVERTER

• The limitation of a multistage converter is that there are an increased number of entry
and exit junctions between various members which raise fluid flow resistance around
the torus passages.
• Efficiency drops off fairly rapidly with higher speed ratios compared to the three
element converter.
POLY PHASE TORQUE CONVERTER
The objective of the poly phase converter is to extend the high efficiency speed range of the
simple three element converter by altering the vane or blade shapes of one element.

• Normally the stator is chosen as the fluid entrance direction changes with increased
turbine speed.
• To achieve this, the stator is divided into a number of separate parts, in this case three,
each one being mounted on its own freewheel device build into its hub.

• The turbine exit and linear velocity VE and VL produce an effective resultant velocity
VT which changes its direction of entry between stator blades as the impeller and
turbine relative speeds approach unity.
• It is this direction of fluid entering between the stator blades which in phases releases
the various stator members.
 Fig: Phases of Poly phase TC
Initial phase

• Under stall speed conditions, the fluid flow from the turbine to the stator is such as to
be directed onto the concave side of all three sections of the divided stator blades, thus
producing optimum stator reaction for maximum torque multiplication conditions.
Second phase

• As the turbine begins to rotate and the vehicle is propelled forward, the fluid changes
its resultant direction of entry to the stator blades so that it impinges against the rear
convex side of the first stator blades S1.
• The reaction on this member is now reversed so that it is released and is able to spin
in the same direction as the input and output elements.
• The two remaining fixed stators now form the optimum blade curvatures for high
efficiency.
Third phase

• With higher vehicle and turbine speeds, the fluid’s resultant direction of entry to the
two remaining held stators changes sufficiently to push from the rear of the second set
of stator blades S2.
• This section will now be released automatically to enable the third set of stator blades
to operate with optimum efficiency.
Coupling phase

• Towards unity speed ratio when the turbine speed has almost caught up with impeller,
the fluid entering the third stator blades S3 will have altered its direction to such an
extent that it releases this last fixed set of blades.
• Since there is no more reaction torque, conversion ceases and the input and output
elements act solely as a fluid coupling.

Fig: Efficiency and Torque

COMPARISON OF FLUID COUPLING & TORQUE CONVERTER

• Fluid coupling acts as an automatic clutch without torque multiplication.

• Torque converter is essentially an automatic clutch & torque multiplying device.
• Fluid coupling has two principal components – impeller & runner.
• Torque converter has three components – Impeller, runner, reactor (or) stator.
• The vanes of fluid coupling are straight & radial shaped.
• The vanes of torque converter are curved shape.
• Torque converter can be converted in to fluid coupling while transmitting torque ratio
of 1:1.
 COMPARISON OF TORQUE CONVERTER & GEAR BOX

• Both are torque multiplying devices.

• In torque converter, torque ratio get varied automatically in a continuously
variable manner.
• Gear box has definite speed ratio & changes are in steps.
• In torque converter during torque ratio variation, there is no interruption of power
from the engine to road wheels.
• In gear box during gear shifting engine power is cut – off.
• Torque converter is smooth, vibration less & silent in operation.
• Gear box has vibrations, jerks & noises.
• Separate gear drive is necessary for reversing in torque converter.
• Gear box is self – contained with reversing mechanism.
• Torque converter efficiency is maximum for a part of its speed range.
• Gear box efficiency is constant throughout.

AUTOMATIC TRANSMISSION

• The engine sends power to the torque convertor’s pump.

• The pump sends power to the torque converter’s turbine via transmission fluid.
• The turbine sends the transmission fluid back to the pump via the stator.
• The stator multiples the power of the transmission fluid, allowing the pump to send
more power back to the turbine. A vortex power rotation is created inside the torque
converter.
• The turbine is connected to a central shaft that connects to the transmission. As the
turbine spins, the shaft spins, sending power to the first planetary gear set of the
transmission.
• Depending on which multiple disc clutch or brake band is engaged in the
transmission, the power from the torque converter will either cause the sun gear, the
planetary carrier, or the ring gear of the planetary gear system to move or stay
stationary.
 • Depending on which parts of the planetary gear system are moving or not determines
the gear ratio. Whatever planetary gear arrangement you have (sun gear acting as
input, planetary carrier acting as output, ring gear stationary) will determine the
amount of power the transmission sends to the rest of the drive train.

The Transmission Control Module (TCM) controls modern automotive transmissions based
on input from various sensors as well as data provided by engine control module (ECM). It
processes this input to calculate how and when to shift gears in the transmission and
generates the signals that drive actuators to accomplish this shifting. The software in the
TCM is designed to optimize vehicle performance, shift quality and fuel efficiency.
Electronic sensors monitor the gear position selection, vehicle speed, throttle position and a
number of other parameters. Based on this information, the control module adjusts the current
supplied to solenoids in the transmission that control the position of various valves and gears.
The gear position selector switch communicates to the TCM which gear has been selected by
the operator. The crankshaft position sensor provides information to the TCM to determine
the existing rotational speed of the engine. This information helps the TCM determine when
to change gears. The throttle position sensor tells the TCM how far the throttle is open which
indirectly indicates the engine load. This input is used to determine the best time to change a
gear. The turbine speed sensor determines the speed of the torque converter. The TCM uses
this information to find the slippage across the torque converter, which helps it decide when
to activate the torque converter lock-up clutch. The torque converter lock-up clutch increases
the efficiency of the transmission by eliminating the hydraulic and pumping losses associated
with the torque converter when traveling at steady high speeds.
The transmission fluid temperature sensor is used to ensure that the automatic transmission
fluid is at the correct temperature. If the automatic transmission fluid is hot, then the
transmission is downshifted. The brake pedal position sensor helps to ensure that the driver
has applied the brake before shifting into park or reverse. The TCM may also downshift the
transmission if the vehicle is going downhill in order to utilize the compression braking of the
engine. Inputs from the traction control system instruct the transmission to downshift when
one or more tires are losing traction.
AUTOMATIC MANUAL TRANSMISSION (AMT)
In case of an automated manual transmission (AMT) a simple manual transmission is
transformed into an automatic transmission system by installing a clutch actuator, a gear
selector actuator and an electronic control unit. The shift-by-wire process is composed of the
following steps. After the clutch is opened by the electromechanical clutch actuator, the gear
shifting operation in the gearbox is carried out by the electromechanical transmission actuator.
When the appropriate gear is selected then the electromechanical clutch actuator closes the
clutch and drive begins. These two actuators are controlled by an electronic control unit. If
required, the system determines the shift points fully automatically, controls the shift and clutch
processes, and cooperates with the engine management system during the shift process with
respect to engine revolution and torque requests
Automated Manual Transmissions have a lot of favourable properties; the disadvantage is that
the power flow (traction) is lost during switching gear, as it is necessary to open the clutch.
This is what automatic transmission systems have eliminated providing continuous traction
during acceleration.
It allows convenient driver control of gear selection. For most of automotive history, automatic
transmissions already allowed some control of gear selection using the console or shifter,
usually to limit the transmission shifting beyond a certain gear (allowing engine braking on
downhills) and/or locking out the use of overdrive gears when towing. It enhanced such
features by providing either steering wheel mounted paddle shifters or a modified shift lever,
allowing the driver to enter a "manual mode" and select any available gear, usually in a
sequential "up shift/downshift" manner.
Some transmissions allow the driver to have full control of gear selection, though most will
intervene to prevent engine stalling and redlining by shifting automatically at the low end
and/or high end of the engine's normal operating range. Hydraulically-coupled and
most clutch transmissions also provide the option of operating in the same manner as a
conventional automatic transmission, by allowing the transmission's computer to select gear
changes. A few also allow an alternate automatic mode, often called "sport" mode, where gear
selection is still fully automatic but the transmission will favor higher engine speeds (at which
the engine will produce the highest horsepower and/or torque) by up shifting later when
accelerating and downshifting earlier when slowing.
A clutch-less manual facilitates gear changes by dispensing with the need to press
a clutch pedal at the same time as changing gears. It uses electronic sensors, pneumatics,
processors and actuators to execute gear shifts on input from the driver or by a computer. This
removes the need for a clutch pedal which the driver otherwise needs to depress before making
a gear change, since the clutch itself is actuated by electronic equipment which can synchronize
the timing and torque required to make quick, smooth gear shifts.
Hall Effect sensors sense the direction of requested shift, and this input, together with a sensor
in the gear box which senses the current speed and gear selected, feeds into a central processing
unit. This unit then determines the optimal timing and torque required for a smooth clutch
engagement, based on input from these two sensors as well as other factors, such as engine
rotation, the Electronic Stability Control, air conditioner and dash board instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the
clutch, which is kept in close synchronization with the gear-shifting action the driver has
started. In some cases, the hydro-mechanical unit contains a servomotor coupled to a gear
arrangement for a linear actuator, which uses brake fluid from the braking system to impel a
hydraulic cylinder to move the main clutch actuator. In other cases, the clutch actuator may be
completely electric.
The power of the system lies in the fact that electronic equipment can react much faster and
more precisely than a human, and takes advantage of the precision of electronic signals to allow
a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and neutralizing the transmission, the driver must engage
both paddles at once; after this has been accomplished, the car will prompt for one of the three
options.
The clutch is really only needed to get the car in motion. For a quicker upshift, the engine
power can be cut, and the collar disengaged until the engine drops to the correct speed for the
next gear. For the teeth of the collar to slide into the teeth of the rings, both the speed and
position must match. This needs sensors to measure not only the speed, but the positions of the
teeth, and the throttle may need to be opened softer or harder. The even-faster shifting
techniques like power shifting require a heavier gearbox or clutch or even a dual clutch
transmission.
A typical transmission has the following gears: P, R, N, D, M+ and M-

• P is the parking gear. It locks the transmission.

• R is the reverse gear. It is similar to R in both traditional manual and in full automatic
cars;
• N is the neutral gear. It is similar to N in both traditional manual and full automatic;
• D is the drive gear. It is equivalent of D in a full automatic. The gearbox in an AMT
car is a manual gearbox, instead of one with a torque converter as in a traditional
automatic;
• M- downshifts a gear in sequential fashion, from M5 (M6 in 6-speed AMT cars) to M1;
• M+ up-shifts a gear in sequential fashion, from M1 to M5 (M6 in 6-speed AMT cars).

AMTs also tend to yield better fuel economy and acceleration than regular automatics. The
reason is that AMTs are more efficient; that is, they allow more of the engine's energy to flow
directly to the wheels. For the same reason, stick-shifts have historically edged automatics in
both categories. The magic of the AMT lies in its ability to combine the fuel economy and
performance of a true manual with the everyday convenience of an automatic.
AMT downsides are few but notable. First, the technology is complex, so you'll pay more up
front -- and if the transmission goes bad out of warranty, you could be on the hook for an
expensive repair bill. Also, engineers haven't quite worked out low-speed AMT behaviour yet,
so when you're nosing the car into a parking space, for example, you'll likely notice a "slip-
and-surge" effect that's like being in a stick-shift car with a teenager learning to drive.
Types & Meaning of Automatic Transmission
Automatic Manual Transmission (AMT) The AMT, also known as SAT (Semi-Automatic
Transmission) or CMT (Clutch less Manual Transmission), is an automatic gearbox which does
not change gears automatically but helps or facilitates manual gear changes without the need
to depress the clutch pedal manually. All the work of changing gears is done by electronic
sensors, processors and actuators to engage the gears based on the input from the driver or by
a computer. Continuously Variable Transmission (CVT) The CVT which is also known as
Single-Speed Transmission or Stepless Transmission or in the case of motorcycles and
scooters, a Twist-And-Go, is an automatic gearbox which can change seamlessly through the
continuous range of correct gear ratios and there is no clutch to change gears except in
motorcycles and scooters. The CVT is belt driven design to help change gears and can be
adjusted in ratio to either help the economy or power of the vehicle. Automatic Transmission
(AT) The AT is also called Auto or Self-Shifting Transmission or AGS (Auto Gear Shift) is a
type of gearbox which automatically change gear ratios, it allows an internal combustion
engine to provide speed and torque outputs necessary for the vehicle movement. The AT shifts
gears by hydraulically locking and unlocking the system of gears and does not depend on a
clutch to change gears in the vehicle.
Comparison & Disadvantages

• The AMT is relatively a simple gearbox system where the manual clutch operation is
performed by sensors and electronic system. The Automatic or the CVT do not have a
clutch, but will directly work with the hydraulic system which the engine then
transforms the power to the drivetrain through the transmission box.
• There are hardly any disadvantages to the AT or the AMT, except for cost and the
economy of the cars. In the recent times, manufacturers have progressed and have better
performing AT or AMT and can match up to the economy of a Manual Transmission
enabled cars.
• The AT or AMT have in fact better drive compared the Manual Transmission, it has a
smooth transition from one gear to another. These are used in Formula One cars for
better performance and are more robust in nature.
CONTINUOUSLY VARIABLE TRANSMISSION (CVT)

• A continuously variable transmission (CVT) is a transmission that can change

steplessly through an infinite number of effective gear ratios between maximum and
minimum values.
• This contrasts with other mechanical transmissions that offer a fixed number of gear
ratios.
TYPES OF CVT

• Variable-diameter pulley (VDP) or Reeves drive

• Toroidal or roller-based CVT (Extroid CVT )
• Magnetic CVT or mCVT
• Infinitely Variable Transmission (IVT)
• Ratcheting CVT
• Hydrostatic CVTs
• Naudic Incremental CVT (iCVT)
• Cone CVTs
• Radial roller CVT
• Planetary CVT
• A continuously variable transmission, or CVT, is a type of automatic transmission
that provides more useable power, better fuel economy and a smoother driving
experience than a traditional automatic transmission.
• Conventional automatic transmissions use a set of gears that provides a given number
of ratios (or speeds). The transmission shifts gears to provide the most appropriate
ratio for a given situation: Lowest gears for starting out, middle gears for acceleration
and passing, and higher gears for fuel-efficient cruising.
• The CVT replaces the gears with two variable-diameter pulleys, each shaped like a
pair of opposing cones, with a metal belt or chain running between them. One pulley
is connected to the engine (input shaft) and the other to the drive wheels (output
shaft). The halves of each pulley are movable; as the pulley halves come closer
together the belt is forced to ride higher on the pulley, effectively making the pulley's
diameter larger.
• Changing the diameter of the pulleys varies the transmission's ratio (the number of
times the output shaft spins for each revolution of the engine), in the same way, that a
10-speed bike routes the chain over larger or smaller gears to change the ratio.
Making the input pulley smaller and the output pulley larger gives a low ratio (a large
number of engine revolutions producing a small number of output revolutions) for
better low-speed acceleration. As the car accelerates, the pulleys vary their diameter
to lower the engine speed as car speed rises.
• This is the same thing a conventional transmission does, but instead of changing the
ratio in stages by shifting gears, the CVT continuously varies the ratio
• A continuously variable transmission (CVT) (also known as a single-speed
transmission, stepless transmission, pulley transmission, or, in case of motorcycles,
a twist-and-go) is an automatic transmission that can change seamlessly through a
continuous range of effective gear ratios. This contrasts with other mechanical
 transmissions that offer a fixed number of gear ratios. The flexibility of a CVT allows
the input shaft to maintain a constant angular velocity.
VARIABLE-DIAMETER PULLEY

• Basic Components
o High-power metal or rubber belt
o Driving pulley
o Driven pulley
o Microprocessors and sensors
• The variable-diameter pulleys are the heart of a CVT.
• Each pulley is made of two 20-degree cones facing each other.
• A belt rides in the groove between the two cones.
• V-belts are preferred if the belt is made of rubber.
• V-belts get their name from the fact that the belts bear a V-shaped cross section,
which increases the frictional grip of the belt.
• When the two cones of the pulley are far apart, the belt rides lower in the groove, and
the radius of the belt loop going around the pulley gets smaller.
• When the cones are close together, the belt rides higher in the groove, and the radius
of the belt loop going around the pulley gets larger.
• CVTs may use hydraulic pressure, centrifugal force or spring tension to create the
force necessary to adjust the pulley halves.
• Variable-diameter pulleys must always come in pairs. One of the pulleys, known as
the drive pulley (or driving pulley), is connected to the crankshaft of the engine.
• The driving pulley is also called the input pulley because it's where the energy from
the engine enters the transmission.
• The second pulley is called the driven pulley because the first pulley is turning it.
• As an output pulley, the driven pulley transfers energy to the driveshaft.
• The distance between the centers of the pulleys to where the belt makes contact in the
groove is known as the pitch radius.
• When the pulleys are far apart, the belt rides lower and the pitch radius decreases.
• When the pulleys are close together, the belt rides higher and the pitch radius
increases.
• The ratio of the pitch radius on the driving pulley to the pitch radius on the driven
pulley determines the gear.
• When one pulley increases its radius, the other decreases its radius to keep the belt
tight.
• As the two pulleys change their radii relative to one another, they create an infinite
number of gear ratios -- from low to high and everything in between.
• For example, when the pitch radius is small on the driving pulley and large on the
driven pulley, then the rotational speed of the driven pulley decreases, resulting in a
lower “gear.”
• When the pitch radius is large on the driving pulley and small on the driven pulley,
then the rotational speed of the driven pulley increases, resulting in a higher “gear.”

• Thus, in theory, a CVT has an infinite number of "gears" that it can run through at any
time, at any engine or vehicle speed.
• The belt that was designed by Van Doorne basically comprises two sets of thin
metallic band strips and a number of thin metallic plates (segment) as illustrated in
Figure below.
• The entire segment a bend together by two sets bands through the segments location
slots.
• This situation allowed the segment to slide freely along the sets of bands.
• Noted, the number and the size segments and the number of band strips determine the
MPVB power capacity class.
• Now there is range of belt configuration available in the market has been inspired by
the Van Doorne Belt.
TOROIDAL CVT’S

• Although such a system seems drastically different, all of the components are
analogous to a belt-and-pulley system and lead to the same results -- a continuously
variable transmission.
• One disc connects to the engine, this is equivalent to the driving pulley.
• Another disc connects to the drive shaft, this is equivalent to the driven pulley.
• Rollers, or wheels, located between the discs act like the belt, transmitting power from
one disc to the other.
 • The wheels can rotate along two axes. They spin around the horizontal axis and tilt in
or out around the vertical axis, which allows the wheels to touch the discs in different
areas. When the wheels are in contact with the driving disc near the center, they must
contact the driven disc near the rim, resulting in a reduction in speed and an increase
in torque (i.e., low gear).
• When the wheels touch the driving disc near the rim, they must contact the driven disc
near the center, resulting in an increase in speed and a decrease in torque. A simple tilt
of the wheels, then, incrementally changes the gear ratio, providing for smooth, nearly
instantaneous ratio changes.

HYDROSTATIC CVT

• There is another type of CVT, known as a hydrostatic CVT, which uses variable
displacement pumps to vary the fluid flow into hydrostatic motors.
• In this type of transmission, the rotational motion of the engine operates a hydrostatic
pump on the driving side. The pump converts rotational motion into fluid flow. Then,
with a hydrostatic motor located on the driven side, the fluid flow is converted back
into rotational motion.
 Fig: Comparison of Engine vs Vehicle Speed characteristics between Manual Transmission
and CVT

ADVANTAGES

Manual vs Automatic transmission system:

Automatic transmissions have been eclipsing their older manual cousins for the past few
years. Yet, despite their apparent popularity, automatic transmissions are not necessarily a
better choice for many drivers. However, they do offer advantages over manual transmissions
in several key areas. For example, they are
Automatic transmissions:

• Easier to use. Automatic transmissions, by comparison, are much simpler and take
drivers significantly less time to learn.
• Less manually restrictive. Most new drivers are taught that the safest way to drive is
to keep both hands firmly on the wheel at all times.
• Better for hilly areas. If you’re a less experienced driver, you may find that navigating
steep inclines in a manual transmission is difficult, especially if you’re attempting to
do so from a dead stop. Automatic transmissions take care of this issue, enabling your
car to operate efficiently no matter how steep the hill might be.
• Greatly reduced risk of stalling. There are few things more embarrassing and
awkward than accidentally stalling your vehicle right when the traffic light changes.
Easier to use in heavy traffic. Overall, more work goes into starting, accelerating,
decelerating, and stopping manual transmissions.
Manual transmissions:
For those drivers who prefer to be more involved in the inner workings of their vehicle, the
manual transmission delegates the shifting of engine gears back to the pilot. Manual
transmissions predate the newer automatic models, yet they are still favored by many drivers
due to the fact that they’re

• Less expensive to purchase. If you’re car shopping on a budget, then there’s really no
contest between the manual and the automatic.
• Cheaper to maintain. With all of the added machinery that goes into the automatic
transmission, it can end up costing you a lot just to keep it running properly. Better
fuel efficiency. Overall, manual transmission engines are less complex, weigh less,
and have more gears than automatics.
• Less likely to be stolen. With the increasing number of automatic transmissions
finding their way onto roads, there’s an entire generation that has never learned the
finer points of manual transmission operation.
• Better control. Automatic transmissions are designed to choose the best gear for any
situation, but they tend to err on the side of caution, shifting to too high of a gear and
wasting engine power.
QUESTIONS
PART A
1. What is the function of a transmission system?
2. What are the requirements of a transmission system?
3. What are the different types of transmission system?
4. What is the primary function of a clutch?
5. What are the types of clutch actuation mechanism?
6. What is the role of pressure plate in a clutch mechanism?
7. On what principle does a friction clutch operate?
8. Mention the different types of clutches used in an automobile.
9. Where is a diaphragm spring clutch used?
10. Compare the load vs deflection characteristics of a multi plate and diaphragm clutch.
11. What is the purpose of using a multi plate clutch mechanism and where is it used?
12. What operates a centrifugal clutch and how does it make this advantageous?
13. Where is the electromagnetic clutch employed? What is the major drawback of this
system?
14. What constitutes the construction of a fluid coupling?
15. What is slip in a fluid coupling? When is the slip maximum?
16. What are the two forces that run the fluid coupling? Sketch the directions they act?
17. What are the desirable properties of the working fluids used in a fluid coupling?
18. When does a fluid coupling operate at 100% efficiency?
19. What is the disadvantage of a fluid coupling?
20. What is drag torque? How can it be reduced?
21. What is a selective type gearbox?
22. How is a synchromesh gearbox better than a constant mesh gearbox?
23. Sketch the basic layout of a planetary gearbox.
24. What are the different types of epicyclical gearbox?
25. What are the advantages of a planetary gearbox?
26. Define gear ratio. What is the gear ratio for two gears?
27. Sketch the basic layout of a torque converter.
28. Compare Single Stage and Three Stage Torque Converters.
29. Compare a Torque Converter with a Fluid Coupling.
30. What is the need of a Transmission Control Module in an Automatic Transmission
system?
31. What are the different gears in an Auto-Manual Transmission?
32. What are the types of CVTs?
33. How does a Hydrostatic CVT work?
34. Mention the advantages of an Automatic Transmission.
35. What are the desirable features of a Manual Transmission?
PART B
1. Explain the construction and working of a coil spring clutch.
2. Describe the multi plate clutch.
3. Sketch and explain the diaphragm coil spring clutch.
4. Explain, with a neat sketch, the semi-centrifugal clutch.
5. Explain the electromagnetic clutch with a neat sketch.
6. Describe the construction and working of a fluid coupling.
7. Derive the torque capacity of a fluid coupling.
8. Describe the different methods to reduce drag torque in a fluid coupling.
9. Explain the performance curves of a transmission system.
10. Describe the different gears in a Wilson gearbox.
11. Elaborate the steps involved in determination of gear ratios involving 2 gears.
12. With a neat sketch, explain the Poly phase torque converter.
13. With a neat sketch, explain the Automatic Manual Transmission system.
14. Describe the variable pulley CVT with a neat sketch.
15. Differentiate Automatic and Manual Transmissions.