Chapter two power train.

Introduction
Automotive clutches
Gear box and Types
Transfer case
Propeller shaft
Automatic transmission
Differentials and axels
a Beruk Hailu. IOT HU
 Introduction
 In a vehicle, the mechanism that transmits the power developed by the engine
to the wheels is called the power train.

Power train components

The power train serves two functions:

 it transmits power from the engine to the drive wheels, and

 it varies the amount of speed and torque.

There are commonly two sets of gears in the power train:

• the transmission and

• the differential

 The transmission provides a means for changing the speed and torque of
the engine before it reaches to the driving wheels to best meet each particular
driving situation
 Manual transmissions require use of a clutch to apply and remove engine
torque to the transmission input shaft as needed by the driver

 The drive shaft, or propeller shaft, connects the transmission output shaft to
the differential pinion shaft.
 When a car makes a turn, the outer wheel has to turn faster than the inner wheel,
due to the difference in the length of the paths they take

 The differential lets the outer and inner wheels to turn at different speeds.

 Some types of power train lay outs use a "Transaxle", which is simply a
combination of the transmission and the differential

 These are usually found on front wheel drive cars, but are also used on
mid- and rear-engine car
DRIVE ARRENGMENTS: (2WD, 4WD)

2WD & FF 2WD & FR 2WD & RR

4-Wheel drive
Automotive clutches
• The clutch is located between the engine and the transmission/transaxle
clutch is used:
• to connect/engage and disconnect/disengage the engine and
manual transmission or transaxle

• Clutch works on the principle of friction

• Its function depends upon sufficient friction being developed between the
contact surfaces of two or more members to transmit the desired torque.
Clutch capacity to transmit torque depends on the factors:

 Effective radius of the friction surface

 Coefficient of friction acting between the friction surfaces
 No of friction surface
 Clamping force holding the friction surfaces

Clutch requirements:
 It must engage the engine and transmission/transaxle smoothly,
 Once it engages, it must transmit power entirely without slipping,
 It must disengage the transmission/transaxle accurately and quickly to
permit gear change when a vehicle is in motion.
Component construction and operation:
An engine clutch consists primarily of four parts:
• Fly wheel
• Friction/clutch disc
• Pressure plate assembly and
• Release/control mechanism
• Clutch housing
The Flywheel
• large wheel that is connected to the crankshaft
• The clutch assembly is mounted to the flywheel, sandwiching the
clutch disk in between
• It also provides a friction surface to the clutch
• A bearing, called the "pilot bearing" is installed in a hole in the
center of the flywheel, used to support one end of the clutch
shaft, which is also the transmission input shaft.

• The clutch disc is clamped and held against the flywheel by the
spring action of the pressure plate
 Friction/Clutch disc
The clutch disc, also called friction disc

 It consists of a splined hub and a round metal plate covered with

friction material (lining)
The clutch disc friction material, called disc lining or facing, is
made of :
• heat-resistant asbestos,
• cotton fibers, and
• copper wires woven or molded together
 Grooves are cut into the friction material to aid cooling and
release of the clutch disc
 Rivets are used to bond the friction material to both sides of the
metal body of the disc

 Torsion springs used to absorb the torsional vibration of the

crank shaft and some of the vibration and shock produced by
clutch engagement
 Cushion spring used to make the engagement gradual as the
disk flattens out.
Pressure Plate assembly:
The main parts of a pressure plate assembly with coil spring are:
• Pressure plate cover
• Pressure springs (coil springs)
• Pressure plate
• Release levers
• Eye- bolt assembly

 The pressure plate cover is bolted to the flywheel. Used to hold the assembly
together
 The pressure plate springs are pre compressed between the pressure plate and
cover
 The face of the pressure plate is a large, flat ring that contacts the clutch disc
during clutch engagement
 During clutch action, the pressure plate moves back and forth inside the clutch
cover

 The release levers are hinged inside the pressure plate to pry on and move the
pressure plate face away from the clutch disc and flywheel

 The eye bolt(fulcrum point of the release lever) is screwed in to a flange nut,
which is locked by the lock nut, provides the clutch release lever adjustment

 Small clip-type springs fit around the release levers to keep them rattling when
fully released
Pressure plate assembly with Diaphragm type spring:
 The diaphragm spring is a large, round disc of spring steel, which has a solid
outer ring and individual tapered fingers, that serve as release levers

Application of pressure at the

inner section of the diaphragm
will cause the outer rim to move
away from the flywheel and
draw the pressure plate away
from the clutch disc,
disengaging the clutch

The main difference between it and the coil spring type is that a one-piece
conical (diaphragm) spring is used instead of coil springs
Learn How A Clutch Works In Less Than 5 Minutes - EricTheCarGuy - YouTube_3.FLV
Pilot Bearing
The pilot bearing or bushing is pressed into the end of the crankshaft to support
the end of the transmission input shaft

The pilot bearing prevents the transmission shaft and clutch disc from wobbling up
and down when the clutch is released

It also assists the input shaft center the disc on the flywheel.

Throw-Out Bearing

Clutch Fork
A clutch arm or release arm, transfers motion from
the release mechanism to the release bearing and
pressure plate
Clutch operation:
Engage the clutch
When the operator releases the clutch
pedal, spring pressure inside the pressure
plate pushes forward on the clutch disc

This action locks the flywheel, the clutch disc,

the pressure plate, and the transmission input
shaft together. HOW A CLUTCH WORKS - YouTube.FLV

The engine again rotates the transmission input shaft, the transmission gears, the
drive train, and the wheels of the vehicle

Disengage the clutch

When the operator presses the clutch pedal, the clutch release mechanism pulls or
pushes on the clutch release lever or fork
The fork moves the release bearing into the center of the pressure plate, causing the
pressure plate to pull away from the clutch disc releasing the disc from the flywheel
The engine crankshaft can then turn without turning the clutch disc and
transmission input shaft
Clutch release mechanism
Mechanical type clutch
This type of clutch, the movement of the
clutch pedal is conveyed to the clutch body
directly by a cable
Control of the clutch is maintained by the driver
through the foot pedal and suitable linkages

Hydraulic clutch
This method is often used when the
mechanical design of the car makes it
difficult to use levers and cables

This mechanism consists of a clutch

master cylinder and servo cylinder,
which are connected hydraulically by a
steel tube
Clutch master cylinder
The clutch master cylinder contains a
 reservoir
 piston
 cylinder cup
 valves, etc.,

The sliding of the piston generates

hydraulic pressure

The clutch push rod is constantly pulled towards the clutch pedal by the pedal
return spring
 Operation of clutch master cylinder
Clutch pedal depressed:
 The piston moves to the left when the clutch
pedal is depressed.
 The brake fluid in the cylinder flows
through the inlet valve to the reservoir and
release cylinder.
 When the piston moves further to the left,
the force of the spring retainer is overcome
 The connecting rod is moved to the left by
the force of the conical spring.

 Then, the reservoir passage is closed by the inlet valve.

Chamber A is blocked off from chamber B,
building up hydraulic pressure in chamber A
Then, the pressure is transmitted through a flexible hose and
the clutch tube to the release cylinder piston
 Clutch pedal released:
When the clutch pedal is released, the
piston is pushed back to the right by the
compression spring, and hydraulic
pressure decreases as a result.

As the piston returns completely, the

connecting rod is pulled to the right by
the spring retainer, overcoming the force
of the spring retainer.

The inlet valve thus opens the passage to the reservoir, and chamber A and
chamber B be-come hydraulically connected.

The reservoir ab-sorbs changes in the fluid capacity of each part of the clutch
system. Fluid is also added from the reservoir as needed.
Clutch servo cylinder
Servo cylinders are divided into two types
Adjustable type and
 Self-adjusting type

Adjustable type and:

The hydraulic fluid from the master cylinder

causes the piston of the release cylinder to push
the push rod, which, in turn, pushes the clutch
release fork

The release cylinder has a bleeder plug for remov-ing air from the hydraulic line,
and a return spring that maintains the clutch release fork and the push rod in
constant contact each other
Self-adjusting type
The play in the clutch release fork is normally
adjusted by changing the push rod length.

In more modern vehicles, however, frequent

adjusting of such play is often eliminated
through the use of the self-adjusting release cylinder

The self-adjusting release cylinder has no release

fork return spring

Instead a conical spring is installed in the release cylinder to keep the release fork
in constant contact with the push rod.

Release bearing
The release bearing allows the release fork to slide back and forth along the
transmission front bearing retainer to push the rotating diaphragm springs (or the
release lever in the coil spring type) and disengage the clutch.
 2.2 Gear box and Types
Manual transmissions and Transaxles

The manual transmission or transaxle is

an assembly of gears and shafts to
transmit the rotation and torque of the
engine to the driveline or final drive

The operating principles of the gears,

shafts, bearings and shift mechanisms in
manual transmissions and transaxles are
basically the same.

Why is a gearbox necessary?

To regulate both the power output and

the 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.
 The requirements for the transmission are as follows:
(1) To provide for disconnecting the engine from the driving wheels.
(2) When the engine is running, 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 or more,
according to the relative size of engine and weight of vehicle.
(5) Turn the drive, if necessary, through 90 ° or perhaps otherwise realign it.
(6) Enable the driving wheels to rotate at different speeds.
(7) Provide for relative movement between the engine and driving wheels.

There are several ways in which these requirements can be met, and transmissions
fall into three categories: (1) Mechanical.
(2) Hydraulic:
(a) hydrostatic,
(b) hydrodynamic.
(3) Electric and electromagnetic.
When a vehicle is moving at a uniform speed, the driving 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

If it is greater, the car will accelerate, and if it is smaller, it will decelerate until a
balance is obtained ;
Fp > Fa + Fg + Fr ACCELERATE
Fp < Fa + Fg + Fr DECELERATE

The three forces are:

(1) aerodynamic, or air, resistance;

(2) gradient resistance, which can be either positive or negative; and

(3) Rolling resistance
 PURPOSE OF A MANUAL TRANSMISSION:

Be able to increase torque going to the drive wheel for quick acceleration,
Supply different gear ratios to match different engine load conditions,
Have a reverse gear for moving the vehicle backwards,
Provide the operator with an easy means of shifting transmission gears,
Operate quietly with minimum power loss.

The manual transmission provides a means of varying the relationship between

the speed of the engine and the speed of the wheels.
Varying these gear ratios allows the right amount of engine power at many
different speeds.
Manual transmissions usually have four or five speeds, and often have
"overdrive", which means that the output shaft can turn faster than the input shaft
for fuel economy on the highway.
Major components of a manual transmission:
1. Transmission Case
The transmission case provides support for the bearings and shafts, as well as an
enclosure for lubricating oil
2. Transmission Shafts:
commonly a manual transmission has four steel shafts mounted inside the
transmission case. These shafts are the input shaft, the countershaft, the reverse
idler shaft, and the main shaft.
Input shaft.(1) - The input shaft, also known as
the clutch shaft, transfers rotation from the
clutch disc to the countershaft gears
Countershaft.(12)- The countershaft, also
known as the cluster gear shaft, holds
the countershaft gear into mesh with the
input shaft gear and other gears in the
transmission
Main shaft.(5)- The main shaft, also called
the output shaft, holds the output gears and
synchronizers

Reverse idler shaft.(14)- The reverse idler shaft is a short shaft that supports the
reverse idle gear
 3. Transmission Gears Input gear,
Transmission gears can be classified into four groups:
 Countershaft gears(11),
 Main shaft gears(4,6,7,8),
The input gear turns the countershaft gears, the
 Reverse idler gear(13)
countershaft gears turns the main shaft gears,
and, when engaged, the reverse idler gear.

In low gear, a small gear on the

countershaft drives a larger gear on the
main shaft, providing for a high gear
ratio for accelerating.

In high gear, a larger countershaft

gear turns a small main shaft gear or a
gear of equal size, resulting in a low gear
ratio, allowing the vehicle to move faster

When reverse is engaged, power flows from the countershaft gear, to the reverse
idler gear, and to the engaged main shaft gear.
4. Shift Linkage and Levers
They are the External rod and the Internal shift rail.

The shift lever may be either column mounted or floor mounted

The transmission shift lever assembly can be moved to cause movement of the shift
linkage, shift forks, and synchronizers.

5.Speedo meter cable:

The speedometer cable is connected to the gearbox output shaft, the transmission
shaft, or differential.
 Worm gear on the output shaft drives the speedometer
gear and cable
 Gear on the output shaft turns a plastic gear on the end of
the speedometer cable
 Cable runs through a housing up to the speedometer head
 Most vehicles now use a sensor with an electronic
speedometer
 A sensor may be mounted at the transmission location
where the speedometer cable would be driven, or in the
back of the speedometer head, with a conventional
speedometer cable
Back-up Light Switch
 Closed by the action of the reverse gear shift linkage
 When shifted into reverse, the linkage closes the switch
 Switch carries current to the back-up lamps
Gears and Gear Ratios
The gear ratio is dependent on the size of the two gear wheels working together.
The larger wheel will always rotate more slowly than the smaller wheel (the
smaller wheel has to turn faster to keep up with the larger wheel).

This means that the greater the size difference between the two gear wheels, the
greater the variance in speed and force between the two wheels

First or low gear, 2nd gear, …, direct or top gear or high gear
The gear ratio, or the ratio between the speeds of the engine and main shafts;
where, D & H = counter shaft gear
B = input shaft gear
N = main shaft gear
,
First Gear
 Linkage rods move the shift forks so that first gear
synchronizer is engaged to the first output gear

 Input shaft gear turns the countershaft gears

 First gear is locked to the output shaft

 Small gear on countershaft drives larger gear on the

output shaft

 Gear ratio is about 3:1

 Second Gear
 First gear synchronizer is slid away from first gear
 Second-third synchronizer is then engaged
 Power flow is through second gear on the output shaft
 Gear ratio is about 2:1
Third Gear
 Synchronizer is slid over the small teeth on the input
shaft gear
 Synchronizer locks the input shaft directly to the output
shaft
 All the output shaft gears freewheel on the shaft
 Power flow is straight through the transmission
 Gear ratio is 1:1
Reverse
 Synchronizer is moved into the reverse gear on the
output shaft, locking the gear to the output shaft
 Power flows through the countershaft, reverse idler
gear, reverse gear, and to the output shaft
Neutral
 All the synchronizer sleeves are located in the center of
their hubs
 All the output shaft gears freewheel on the output shaft
 No power is transmitted to the output shaft
 Overdrive
 In many transmissions, high gear is an overdrive
 Gear ratio is less than 1:1
 e.g. 0.87:1
 Overdrive increases fuel economy

Five-Speed, Overdrive Transmission

Lubrication of the gearbox

 The lubrication of gearboxes, other than epicyclic types, is usually

effected by putting enough oil into the box to ensure that at least
one gear will dip into the lubricant.
 When the gears are rotating the oil will be thrown about inside the
box, thus lubricating the various parts.
 The oil required is different from that suitable for an engine, the
conditions being quite different.
 Temperatures are much lower and carbonization has not to be
considered.
 The pressures to which the oil films may be subjected may be
much heavier than in an engine.
 The instructions of makers and the advice of reputable oil
companies should
always be followed.
 It should not be thought that filling a gearbox to a higher
level than that recommended will reduce the frictional losses
in the box.
 On the contrary, the loss due to the churning of the oil will
be greatly increased.
 Special oil seals of various patterns are fitted where the
gearbox shafts pass through the casing and these usually give
no trouble, but leakages might be caused by the expansion of
the air enclosed in the box, and a vent should always be
provided.
 Large washers are sometimes fitted on the inside of the ball
bearings supporting the shafts of gearboxes to keep any
particles of grit or chips from the gear teeth, from the
bearings.
Operation and power flow
Gearbox operation with clutch - YouTube.FLV
Transmission types
The gearboxes which are, or have been, used in motor vehicles
may be divided into those in which the drive in every ratio is
transmitted indirectly through gear teeth which mesh
together, and those in which a direct shaft-drive is provided for
one of the ratios while for the others the drive has to be
transmitted through gear teeth.
Manual transmissions are of three major types:

1. Sliding-mesh.
2. Constant-mesh.
3. Epicyclic.
I. Sliding-mesh gearbox
The engine is coupled, through the clutch and clutch-shaft, to the short shaft A
which is integral with the spur pinion B.
The pinion B meshes continuously with the spur wheel D secured to the lay or
counter shaft E, which is arranged parallel to the shaft A and carried at its ends in
the ball bearings shown.
 Secured to the lay shaft (which is splined throughout its length) are four other
spur gears, F, G, H and J.
 The latter is continuously in mesh with a pinion Q which is free to revolve on a
pin fixed in the casing.
 A third shaft (usually called the main shaft) is arranged in line with the shaft A,
being supported at one end in a ball bearing housed in the casing C2 and at the
other end by the spigot L which is part of the shaft K and which fits in a bushed
hole in the shaft A which, incidentally, is sometimes termed the primary, or first
motion , shaft.
This arrangement is one form of positive clutch; an alternative form is
composed of two members, to the name dog-tooth clutch.
Control mechanism

The necessary sliding motions are given to the selector forks by the motion of a
gear change lever actuated by the driver, but since there is only one gear
change lever and there are two or three selector forks, the driver must be able
to select the one belonging to the gear he desires to move.

The principal forms of the mechanism that enables shifting gears

Sliding-type selector mechanism

Ball-type selector mechanism

Steering column gear shift control

Sliding-type selector mechanism
Selector forks, C, D and E
Rods H, F and G
Locking piece M
The forks C and D slide on rods F and G fixed in the casing, while E is carried by a
pivoted lever Q which is actuated by a member that slides on the third rod H.
The forks are moved by a fore and aft rocking motion of the gear lever J which is
carried by a shaft L pivoted in the casing and to the inner end of which is secured
the striking lever K.

The particular fork that is to be moved is selected by a sideways sliding motion of

the member JLK

To hold the forks in their various positions spring plungers, and which spring into
grooves cut in the rods FGH, are fitted

To prevent two forks from being moved at once a locking piece M is provided.
Ball-type selector mechanism
The control lever is mounted on the transmission casing &on the steering
column

The selector forks A and B slide on rods fixed in the gearbox lid, which in
this design carries the whole of the selector mechanism.

The shape of the forks is provided with slots C to receive the end D of the striking
arm.

The latter is the lower end of the gear lever E which is ball jointed in the casing at F

By rocking the lever sideways its end D may be brought into engagement with either
of the selector forks, when a fore and aft rocking motion will slide that fork along
its rod.

But small plungers G and H prevent both forks from being moved at once, When
both the forks are in the neutral position, and the slots C are opposite each other,
the plungers are forced by small springs into holes in the forks, and before either
fork can be moved the plunger that locks it must be pressed back into the casing
Steering column gear shift control
 II. Constant-mesh gearbox

The principle of the commonest

form of constant-mesh gearbox is
shown in Figure ,the engine shaft A
is integral with a pinion B, which
meshes with the wheel C on the lay
shaft.
Wheels E, F and G are fixed to the
lay shaft just as in a sliding-mesh
gearbox, and the main shaft D is also
similarly arranged.

The gears E, F and G (the latter through a reverse idler) are, however, in constant
mesh with the wheels H, I and J, which are perfectly free to turn on the main shaft

The gears E, F and G (the latter through a reverse idler) are, however, in constant
mesh with the wheels H, I and J, which are perfectly free to turn on the main shaft
The gears H, I and J, therefore, are constantly driven by the engine shaft, but at
different speeds, since the wheels E, F and G are of different sizes.

If any one of the gears H, I or J is coupled up to the main shaft then there
will be a driving connection between that shaft and the engine shaft.

The coupling is done by means of the dog clutch members L and M, which are
carried on squared (or splined) portions of the main shaft.

If the member M is slid to the left it will couple the wheel I to the main shaft
giving the first gear.

If, with the member M in its neutral position, the member L is slid to the right, it
will couple the wheel H to the main shaft and give second gear, the drive being
through the wheels B, C, E and H and the dog clutch L.

If the member L is slid to the left it will couple the main shaft directly to the
pinion B and give a direct drive, as in a sliding-mesh gearbox.
The reverse gear is engaged by sliding the member M to the right when it will
couple the wheel J to the main shaft.
The drive is then through the wheels B, C, G, the idler, J and the dog clutch M.
A five-speed gearbox
The gearbox is an example of a mixed type of box, the first and second speeds being
by sliding-mesh gears and the others by constant-mesh gears.

Another example of a constant-mesh gearbox

A five-speed gearbox in which all the gears except those giving first gear are in
constant mesh
When we summarized it :
 All the gear are in constant mesh with the
corresponding gears on the lay or counter
shaft.
 The gears on the splined main shaft are free
 The dog clutch are provided which are free to
slide on the main shaft.
 The gears on the lay shaft are fixed.
 When the left dog clutch is slid to left by
means of the selector mechanism, it’s teeth
are engaged with those on the clutch gear we
get the direct gear.
 The same dog clutch when slid to right makes
contact with the second gear and second gear and
second gear is obtained.
 Similarly movement of the right dog clutch to the
left result in low gear and towards right in reverse
gear.
Double Declutching with Constant mesh Gearbox
 For the smooth engagement of the dog
clutches it is necessary that the speed of the
clutch shaft, lay shaft and main shaft gear
must be equal.
 Therefore to obtain lower gear, the speed of
clutch shaft, lay shaft and the main shaft gear
must be increased.
 By Double declutching this can be done.
 The clutch is disengaged and the gear is
brought to neutral.
 Then the clutch is engaged and accelerator
pedal pressed to increased the speed of the
main shaft gears.
 After this the clutch is again disengaged and
the gear moved to required lower gear and
the clutch is again engaged.
 As the clutch is disengaged twice in this
process, it is called double declutching
Advantage of Constant mesh Gearbox
compared to Sliding mesh Gearbox
 As the gear remain always in mesh, it is no
longer necessary to use straight spur gear.
Instead helical gear is used which are quieter
running.
 Wear of dog teeth on engaging and
disengaging is reduced because here all the
teeth of the dog clutches are involved
compared to only two or three teeth in the
case of sliding gears.
Synchromesh Gearbox
 Similar to constant mesh type, because all
the gears on the main shaft are in constant
mesh with corresponding gears on the lay
shaft.
 The gears on the main shaft are free to rotate
on it and that on the lay shaft are fixed to it.
 Avoids the necessity of double declutching.

 The parts which ultimately are to be engaged

are first brought into frictional contact which
equalizes their speed, after which these may
be engaged smoothly.
 A :engine shaft.
 Gears B,C,D,E are free on the main shaft and
always mesh with corresponding gears on lay
shaft.
 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 on
members F1 and F2 respectively.
 K1 and K2 are dog teeth on B and D
respectively fit onto the teeth of G1 and G2.
 S1 and S2 are the forks.
 T1 and T2 are the ball supported by springs.
 M1,M2,N1,N2,P1,P2,R1,R2 are the frictional
surfaces.
 T1 and T2 tend to prevent sliding of
members G1(G2) on F1(F2).
 When force applied on G1(G2) through forks
S1(S2) exceeds a certain value, the balls are
overcome and member G1(G2) slides over
F1(F2).
 There are usually six of these balls
symmetrically paced circumferentially in
one synchromesh device.
Engagement of direct gear in Synchromesh
Gearbox

Cones M1 and M2 mate to Member G1 pushed

equalize speeds. further to engage with
dog k1
• For direct gear, member G1 and hence
member F1 is slid towards left till cones M1
and M2 rub and friction makes their speed
equal.
• Further pushing the member G1 to left cause
it to override the balls and get engaged with
dogs k1.
• So the drive to the main shaft is direct from
B via F1 and the splines.
• Similarly for the second gear the members
F1 and G1 are slid to the right so that finally
the internal teeth on G1 are engaged with L1.
• Then the drive to mainshaft 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, U3, D, F2 and
splines to the main shaft.
• For reverse, G2 and F2 are slid towards right.
• In this case the drive will be from B via U1, U4,
U5, E, F2 and splines to the main shaft.
 Synchronizers
 Synchronizers have two functions:
 prevent the gears from clashing (grinding) during
engagement
 lock the output gear to the output shaft

 When the synchronizer is away from an output gear,

the gear freewheels (spins freely) on the output shaft
 When the synchronizer slides against the output gear,
it is locked to the synchronizer and to the output shaft
 Power flows through the output shaft to the drive
wheels
Synchronizer Construction

Hub is splined to the output shaft

Synchronizer Operation
 When the driver shifts gears, the synchronizer sleeve
slides on its splined hub toward the output gear
 Blocking ring cone rubs on the side of the drive gear
cone, causing friction between the two
 Output gear, synchronizer, and the output shaft begin
to spin at the same speed
 As soon as the speed is equalized, the sleeve can slide
over the blocking ring and spur gear teeth on the output
gear
 This locks the output gear to the synchronizer hub and
to the shaft
 Power flows through that gear to the drive wheels
Fully Synchronized Transmission
 All the forward output gears use a synchronizer
 Allows the driver to downshift into any lower gear
(except reverse) while the vehicle is moving
Automatic Transmission
Epicyclic and pre-selector gearboxes

PLANET

SUN GEAR

RING GEAR
In an epicyclic gear train, two gears rotate about a common
axis XX: that in the centre is termed the sun gear S, while the
internally toothed outer one is the annulus gear A.
Interposed between and meshing with them is what is
termed the planet gear P, so called because it not only rotates
about its own axis YY but, at the same time, orbits around the
axis XX of the sun gear.
the planet gear spindle is carried in a bearing on the end of a
lever C, termed the planet carrier .

 This planet carrier, which is rigidly secured to the output

shaft, may be a simple lever, or a spider or a disc.
 In this instance, the annulus is fixed, the sun wheel is the
driving gear, and the planet carrier the driven component.
The larger the number of planet gears the lower is the
loading on the meshing teeth.
In most such gear trains, there are two or more planet gears
equally spaced around the sun gear, so that the output shaft
is not subjected to radial loading, and the radial thrusts due
to their meshing loads are in balance.
“ The gear ratio of a pair of mating
gear wheels with respect to the link
carrying the axes of the gears is
always the same whether the link
carrying axes is fixed or moving.”
Speed Ratio
C • Here gears B and C mating with
each other and connected by
B means of arm A.
A
• So according to principle
Speed of the gear B w.r.t arm A = - TC
Speed of the gear B w.r.t arm A TB
 Controls in Epicyclic Gearbox
• There are two controls i.e. the brake and the
clutch.
• The brake is in the form of a band that
surrounds a drum attached to the gear (in
case of sun gear) or the outer surface of the
gear itself (in case of ring gear).
• The clutch used is of multi plate type.
• Both the brake and the clutch are applied by
the fluid pressure.
• These are selected by hydraulic shift valves
which are usually located at the bottom of
the gearbox.
 Advantage of Epicyclic Gearbox
 All gear are in constant mesh and to engage any desire
gear one simply has to apply the particular brake or the
clutch.
 For this, the drive from the engine need not to be
disconnected as in case of ordinary gearbox.
 Thus gear changing operation becomes very easy with an
epicyclic gearbox.
It is axially compact.
All the components rotate around a common axis, instead of
two shafts, so the gear casing can be of a relatively simple
cylindrical shape
The gear ratio can be altered by using either a brake or a
clutch, to lock one relative to the other two elements (gears or
planet carriers).
For road vehicle gearboxes, a major advantage of the
epicyclic arrangement is that the load is spread over several
gears instead of just one pair, as in conventional two-shaft
gear boxes.
Shift Forks

Transfer movement from the gear shift linkage to the sleeves

Movement of shift linkage moves
the shift fork
External Shift Rod Linkage
Internal Shift Rail Linkage
Internal Shift
Rail Linkage
Column Shift Mechanism
Automatic Transmission Fundamentals
 Automatic transmission
 Shifts gears automatically
 Does not require a manual clutch
 Front-wheel-drive vehicles
 Combine transmission with differential in
transaxle
 Most automatic transmissions use a torque
converter
 Some use a dual clutch arrangement
 Automatic transmission consists of several parts
 Torque converter, input shaft, transmission pump,
valve body, planetary holding members, etc.
Methods of transmitting power
 Fluid, friction, and gears
 Torque converter transmits power using fluid
 Planetary holding members use fluid and friction
 Gears transmit power and change speed and torque
Flex plate and Torque Converter
 Flex plate and torque converter
 Replace the flywheel
 Flex plate is fastened to
crankshaft
 Torque converter
 Allows vehicle to idle at a stop
sign
 Slips during initial acceleration
to prevent stalling
 Fluid coupling: compared to
two functions
 First fan (impeller): turns faster
 Second fan (turbine): picks up
energy and turns
 Pump produces fluid flow to
develop pressure
Torque Converter Stator and Operation
 Torque converter stator
 Makes torque increase
possible
 Stator between impeller
and turbine
 Redirects fluid flow

 Split half-rings in centers

of turbine and impeller
blades
 Direct fluid in a smooth
pattern
Stator Clutch Operation
 Stator clutch
 Locks in one direction and freewheels
in other
 Fluid strikes stator at a high angle: clutch
locks
 Speed of turbine catches speed of
impeller: stator clutch freewheels
 Converter
 Becomes efficient at power transfer
when engine reaches 2300 rpm
 Turbine speed is 9/10 of impeller: no
torque multiplication
Stall Speed and Lock-Up Converters
 Stall speed
 Point of maximum torque multiplication
 Lower stall speed converters: more efficient
 Lock-up converter /coupling point
 Pressure plate behind turbine locks it to back of
converter housing
 Provides mechanical link between crankshaft and
transmission input shaft
 Fluid is directed to one side of pressure plate and is
exhausted from the other
Epicyclic Gears Train
 Planetary gears
 Change gear ratios by holding and turning different
members
 All gears are in constant mesh
 Load is distributed over several gears
 Simple planetary gear-set
 Has sun gear, planetary pinions, carrier, and a ring
gear
 Several types: compound, Simpson, Ravigneaux,
and tandem
Simple Planetary Operation
 Basic gear rules
 Two gears with external teeth in mesh rotate in
opposite directions
 Two gears in mesh, one with internal and one with
external teeth, rotate in same direction
 Forward gear reduction
 Turn sun gear while holding ring gear
 Holding sun gear while turning ring gear
 Reverse
 Use only the rear gearset
Gear Driving Fixed Driven/ Rotation Ratio of
gear/input output direction speed

1st gear Sun/S H PT Same ?

2nd gear Ring/H S PT >> ?

3rd gear S+H _ PT >> Same
R-reverse S Planet H opposite ?
gear gear/PT
Compound Planetary Operation (Simpson)
 Double reverse: Simpson gear-train low-gear
operation
 Results in forward operation
 Ravigneaux operation: two sun gears, two sets of
pinions, and a ring gear
 Large and small sun gears
 Six planetary pinions: three long and three short
 Lepelletier gear train
 Combines different planetary arrangements
 Planetary gear set
 One member held and another is driven
 Fluid clutch
 Holds rotating member to input shaft
 Bands and clutches operate when fluid pressure
applied
 Multiple disc clutches
 Used for holding or driving
 Steels: held against one element of clutch pack
 Friction discs are splined to corresponding part
Hydraulic control system
 Hydraulic system
 Makes fluid pressure that transmits power through
the torque converter
Fluid pump does several things
•Creates hydraulic pressure
•Lubricates transmission parts
•Fills torque converter
•Circulates fluid throughout transmission
•Pressure operates valves

Types of Pumps
 Three types
 Rotor type
 Internal/external
gear crescent type
 Vane type
Transmission Automatic Shift Selection

Manual valve (selector Lever)

 Transmission selects correct gear range based on
engine load and vehicle speed

 Up shift: transmission shifts to higher gear

 Downshift: transmission shifts to lower gear

Governor and Vacuum Modulator
 Governor
 Located on output shaft
 Variable-pressure relief valve
 Pressure is no greater than line pressure
 Governor pressure
 Results from increase in vehicle speed
 Vacuum modulator/ Throttle valve
 Controls throttle pressure
 Has diaphragm and hose fitting attached to vacuum
source at intake manifold
 Throttle pressure
 Results when engine vacuum changes
Shifting Valves and Pressure Regulator
 Spool valves
 Lands and valleys control fluid flow
 Valves can be moved
 Done by spring, lever or rod, or hydraulic
pressure
 Pressure regulator valve
 Determines pressure in the system
 Orifice restricts fluid flow
 Also reduces pressure of moving fluid
Hydraulic Valve Body
 Valve body
 Senses engine load and adjusts shift points and
fluid pressure
 Usually bolted to bottom of transmission inside
of the pan
 Spacer plate fits between transmission and valve
body
 Manual control valve is attached to shift lever
 Shift quadrant tells the gear the transmission is in
 Shift order always PRND or PRNDD2
Kick down Valve
 Either manually operated by cable or electrically
operated solenoid
 Causes throttle pressure suddenly increased to
highest point and lowers the speed of car
 Spring loaded: extends from the valve body side
 Contacts lever that applies it from outside the
transmission
 Bushings are made of bronze alloy or steel with
soft bearing surface
 Thrust washers control end play
 Snap rings maintain part position on a shaft
Clutch Operation
 Hydraulic pressure not directed at the clutch: clutch
releases
 Friction discs and steels turn independently
 Driving clutch engaged: fluid directed into clutch
drum
 Fluid pressure is applied to large piston on inside
of drum
 Piston is applied against discs to compress
springs and lock clutch through pressure plate
 Pressure is released: piston is pushed away
One-Way Clutches
 Characteristics
 Holds part of planetary gearset from turning
 Commonly used in drive low gear
 Have inner and outer race and a set of springs and rollers
 Sprag clutch: different-shaped locking device between
inner and outer races
 Mechanical diode: used in some torque converters and
transmissions
Bands and Accumulator
 Steel straps with friction lining on inside
 Single or double wrap
 Double wrap bands are used for low and reverse
 Servo operates a band
 Fluid pressure is directed into the servo’s cylinder
to apply the band
 During shifts: some parts held and others driven
 Shuddering or damage result if two components
applied at same time
 Accumulator has piston and reservoir that must
fill before pressure applied to driving device
Auxiliary Cooler/Heat Exchanger and Park Pawl
 Auxiliary cooler/heat exchanger
 Added to motor homes and vehicles that pull
trailers
 Resembles small radiator
 Hooked into cooler line in series
 Installed before the radiator cooler
 Park pawl
 Lever that locks transmission output shaft when
shift lever is in park
Automatic Transmission Fluid and Automatic
Transmission Cooling
 ATF is oil
 Specially formulated for automatic transmissions
 Cooling
 Transmission develops heat during operation
 Heat damages transmission fluid
 Most transmissions have a fluid cooler
 Results of radiator heat exchanger leaks:
 Engine running: ATF migrates into radiator
 Engine off: coolant migrates into transmission
Electronic Automatic Transmissions and
Operation
 Shifts controlled by computer using engine load,
vehicle speed, and other inputs
 More precise control
 Less expensive solenoids
 Electronic transmission shifting
 Driver shifts gears without assistance of a clutch
 Manually overriding the computer
 Computer decides shift points based on power output
from the engine
 Adaptive learning
Electronic Torque Converter Control
 Torque converter clutch
 Computer controlled
 Comes on after engine is warm
 Typical speed required for lockup is about 40 mph
 Engages if brake switch closed and throttle position
sensor signal does not show a closed throttle
Electronic Pressure Control
 Electronic pressure control (EPC) types
 On/off variable force solenoids
 Pulse width modulated
 Variable force solenoids
 Electronic modulators
 Pulse width modulation slides back and forth
 Opening or closing a passage
 Different types of solenoids are used
 Depends on application
Transmission Shift Control
 Electronic shift control
 Line pressure only
 No governor or modulator pressure
 Forward gears are controlled by computer
 Reverse only works when solenoids are off
 Honda/Acura and Saturn use multiple-disc
hydraulic clutches and shift solenoids
 Gearing similar to manual transmission
 Dual clutch transmissions (DCTs)
 Being used by several manufacturers
Continuously Variable Transmission
 Characteristics
 Similar operation to variable-speed drill press
 Infinite driving ratios
 Increases fuel economy in the range of 25%
 Engine can be run with constant rpm
 Engine does not accelerate through each gear
 Do not handle torque as well
 Torque travels between steel cones and a steel
chain
 Special lubricant changes phase to a gassy solid
Hybrid Planetary Transmission Operation
 Hybrid planetary transaxle
 Three inputs and one output
 Toyota hybrid system
 Two motor/generators
 Hybrid motor/generators
 Operate as motors when powering vehicle
 Generate electricity to recharge battery pack
 Some use a third electric motor on rear axle
 Double regenerative braking
 CHAPTER THREE
Tyres and Wheels
• Tyre materials
• Tyre treads design
• Cornering properties of tyres
• Wheels design for 2WDF; 2 WD R and Wheel drive
vehicles
• Wheels
• Wheel balancing
Tyre requirements

The tyres are crucial functional elements for the transmission of longitudinal,
lateral and vertical forces between the vehicle and road.

The requirements of tyre described below – depending on the intended use of the vehicle –
are also to be satisfied.

The requirements for tyres on passenger cars and light commercial vehicles can
be subdivided into the following six groups:

• driving safety
• handling
• comfort
• service life
• economy
• environmental compatibility.
To ensure driving safety it is essential that the tyre sits firmly on the rim. This is
achieved by a special tyre bead design (tyre foot) and the safety rim,

In order to guarantee dri ving safety, the aim is also to ensure that tyres are as
insensitive to overloading and as puncture-proof as possible and that they have
emergency running properties which make it possible for the driver to bring the
vehicle safely to a halt in case of tyre failure.

Handling characteristics include the properties:

• high coefficients of friction in all operating conditions;
• steady build-up of lateral forces without sudden changes;
• good cornering stability;
• direct and immediate response to steering movements;
• guarantee requirement of sustained maximum speed;
• small fluctuations in wheel load.
Riding comfort includes the characteristics:
• good suspension and damping properties (little rolling hardness);
• high smoothness as a result of low radial tyre run-out and imbalances;
• little steering effort required during parking and driving;
• low running noise.

Durability refers to:

• long-term durability
• high-speed stability.

Both are tested on drum test stands and on the road.

Economic efficiency is essentially determined by the following:

• purchase cost;
• mileage (including the possibility of profile regrooving in the case of lorry
tyres);
• wear (Fig. 3.46);
• rolling resistance;
• the necessary volume, which determines
• the amount of room required in the wheel houses and spare-wheel well;
• load rating.
Of increasing importance is environmental compatibility, which includ
• tyre noise;
• raw material and energy consumption during manufacture and dispos
• possibility of complete remoulding inherent in the construction.

the properties same requirements apply for commercial vehicles

are desirable:
• high mileage and even wear pattern
• low rolling resistance
• good traction
• low tyre weight
• ability to take chains
• remoulding/retreading possibilities.
 Tyre materials

Mixtures of natural and synthetic rubbers are normally used in tyre construction.
The synthetics include styrenebutadiene, isoprene, neoprene and butyl.
Each of these has different properties which affect the performance of the tyre.
In general the requirements are rigidity of the tread and flexibility of the side
walls, coupled with durability.
The principal reinforcement chemical used is carbon black in very small particle sizes.
Since it was first introduced, it has been developed to the point at which it has increased wea
resistance by a factor of ten.
Incidentally, wear resistance was also increased by a factor of ten when weftless fabric plies
were introduced and, when radial ply tyres appeared, tyre performances increased by about
80%.
Further improvements arose from the use of lower profile tyres.
Absolute durability is, however,difficult to quantify, since the differences between driving
methods and habits can introduce a differential of about 8 : 1 between road test results.
Tyre designs