GEAR MECHANISM IN AUTOMOBILES

CHAPTER: 01

INTRODUCTION
In engineering and technology the term "gear" is defined as a machine element used to
transmit motion and power between rotating shafts by means of progressive engagement
of projections called teeth. Invention of the gear cannot be attributed to one individual as the
development of the toothed gearing system evolved gradually from the primitive form when
wooden pins were arranged on the periphery of simple, solid, wooden wheels to drive the
opposite member of the pair. These wheels served the purpose of gears in those days.
Although the operation was neither smooth nor quiet, these were not important considerations
as the speeds were very low; the motive power to run these systems was generally provided
by treadmills which were operated by men, animals, water wheels or wind-mills. Primitive
forms of gear were known Archimedes before the Christiania. Leonardo da Vinci also used
the concept of a gear system in many of his proposed appliances and machines. In recent
times, however, inventors have concentrated their efforts to devise curves for the gear teeth
which would provide constant relative velocity of the gear tooth faces. The unique property
applicable to all these curves is that the common normal to the curves of the two teeth in
contact at their point of contact must pass through the point of contact of the two pitch circles
of the mating gears.

Gears in automobiles are used to transmit power from the engine to the wheels, enabling the
vehicle to start, stop, and operate efficiently at varying speeds and load conditions. The
transmission system, which includes the gear mechanism, plays a pivotal role in converting
and controlling the power generated by the engine into usable torque, thus dictating the car's
acceleration, top speed, and fuel consumption. The gear mechanism in automobiles is a
fundamental aspect of their engineering and operation, integral to controlling the vehicle's
speed, torque, and direction. This mechanism is central to the transmission system, which is
responsible for converting the engine's power into usable force, enabling the vehicle to start,
stop, and run efficiently at various speeds. Let's delve into the basics of gear mechanisms,
their types, and their role in automobile performance.

Gears are a fundamental mechanical component used extensively in various machines and
devices to transmit power and motion efficiently. A gear mechanism involves two or more
gears interacting with each other to perform functions such as changing the direction of
rotation, altering the speed of rotation, and modifying the torque (rotational force) applied to a
mechanical system. The study and application of gear mechanisms are crucial in mechanical
engineering, robotics, automotive industries, and many other fields where precise motion
control and power transmission are require.

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Two meshing gears transmitting rotational motion. Note that the smaller gear is rotating faster. Although
the larger gear is rotating less quickly, its torque is proportionally greater. One subtlety of this particular
arrangement is that the linear speed at the rim is the same on both gears. A gear is a rotating machine part
having cut teeth, or cogs, which mesh with another toothed part in order to transmit torque.

Two or more gear working in tandem is called a transmission and can produce a mechanical advantage
through a gear ratio and thus may be considered a simple machine. Geared devices can change the speed,
torque and direction of a power source. The most common situation is for a gear to mesh with another gear;
however a gear can also mesh with a non-rotating toothed part, called a rack, thereby producing translation
instead of rotation.

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CHAPTER: 02

BASIC FEATURES OF GEAR

 n -Rotational frequency, Measured in rotation over time.

 ω - Angular frequency, Measured in radians per second.
 N -Number of teeth. How many teeth a gear has, an integer. In the case of worms, it is the
number of thread starts that the worm has.
 Gear, wheel- The larger of two interacting gears or a gear on its own.
 Pinion- The smaller of two interacting gears.
 Path of contact- Path followed by the point of contact between two meshing gear teeth.
 Axis- Axis of revolution of the gear; center line of the shaft.
 Pitch point, p - Point where the line of action crosses a line joining the two gear axes.
 Pitch diameter, d -A predefined diametric position on the gear where the circular tooth
thickness, pressure angle and helix angles are defined. The standard pitch diameter is a
basic dimension and cannot be measured, but is a location where other measurements are
made. Its value is based on the number of teeth, the normal module (or normal diametric
Nmn N
pitch), and the helix angle. It is calculated as: d= metric unit or d= in
cos φ Pd cosφ
imperial units.

 Module (m) – A scaling factor used in metric gear with units in millimeter whose effect
is enlarge the gear tooth size as the module increases and reduce the size as the module
decreases. Modules can be define in the normal (m n ), the transverse (mt ), or the axial
plane (ma) depending on the design approach employed and the type of gear being

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designed. Module is typically an input value into the gear design and is seldom
calculated.
 pressure angle(θ)- The complement of the angle between the direction that the teeth
exert force on each other, and the line joining the centers of the two gear. For Involutes
gear, the teeth always exert force along the line of action, which for involutes gear, is a
straight line; and thus for involutes gear, the pressure angle is constant.
 Outside Diameter ( D0 ) - Diameter of the gear, measured from the tops of the teeth.

 Root diameter – Diameter of the gear measured at the base of the tooth.

 Addendum (a) – Radial distance from the pitch surface to the outermost point of the
tooth. a= (D0 -D)/2
 Dedendum (b) – Radial distance from the depth of the tooth through to the pitch surface.
b= (D-root diameter)/2

 Whole depth (ht) – The distance from the top of the tooth to the root; it is equal to
addendum plus Dedendum or to working depth plus clearance.

 Circular pitch (p)– Distance from one face of the tooth to the corresponding face of an
adjacent tooth on the same gear measured along the pitch circle.

 Diametral pitch – Ratio of the number of teeth to the pitch diameter. Could be measured
in teeth inch or teeth per centimeter.

 Base circle – In involutes gear where the tooth profile is the involutes of the base circle.
The radius of the base circle is somewhat smaller than that of the pitch circle.

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CHAPTER: 03

GEAR MATERIALS
3.1 Steel: The different kinds of the steel are the most commonly used gear material because
of their versatility to meet a whole gamut of a variety of divergent specifications along with
the easy availability and their ability to combine greater strength per unit volume coupled
with low cost. Per kilogram. A wide variety of steels are in use, ranging from carbon steels to
high-alloy steels. Again, carbon steels used also vary in carbon content—from low to high
carbon. The ultimate choice, of course, will depend upon such factors as strength values,
required size of gear, service conditions and other design criteria.

3.2 Cast Iron: Cast iron gears are cheap and have good damping capacity. When gears are
to be of complicated shape, cast iron may well be the only choice in certain cases. The
material is used in applications where strength is not the main criterion of material selection,
as cast iron is relatively weak and brittle compared to steel. A large amount of graphite is
present in cast iron parts and this acts as a lubricant, hindering wear of teeth. If increased load
capacity and resistance to contact stresses are desired, then spheroid graphite or paralytic
malleable cast iron may be used. In recent years, sintered iron gears made by the powder
metallurgical processes from iron powder are much used in low cost machineries where
strength requirements are small. These gears have wear-resistance properties and are easy to
lubricate.

3.3 Non-Ferrous Metals: Among the various non-ferrous metals used in gear
manufacturing, bronze is the most common alloy used. Various types of bronzes are used as
gear materials, mainly because of their ability to withstand heavy sliding loads which are
encountered in applications such as worm-gear sets. Also, like cast iron, bronzes are easy to
cast into complicated shapes when necessary. Phosphor bronze is generally recommended for
worm-wheels which mesh with worms of high hardness and accuracy, and is normally meant
for medium loads and medium to high speeds. Tin bronzes offer strength, resilience and
hardness, and can be used for worm-wheels for general purposes. Silicon bronzes have similar
properties as phosphor bronzes. Besides, leaded bronze, manganese bronze, aluminum
bronze and nickel bronze also find wide application as gear materials. Best operational results
from bronzes are obtained when the blanks are centrifugally cast.

3.4 Non-metals: Various types of non-metals have been widely used as gear materials since
earliest times. These materials are chiefly selected because of their quietness during service at

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high speed, resilience, vibration damping ability and low cost in bulk manufacture. Non-metallic
gears are also used as timing gears and also various other classes of gearing.

CHAPTER: 04

OPERATIONAL PRINCIPLES
The gear mechanism in automobiles relies on the basic principle of gear ratio, which is the
ratio of the rotational speeds of two or more interlocking gears. By changing gears, the driver
or the vehicle's electronic control unit can manipulate the gear ratio to suit the driving
conditions, adjusting the balance between speed and torque. Lower gears (higher gear ratio)
provide more torque for acceleration or climbing, while higher gears (lower gear ratio) reduce
engine RPM for cruising at higher speeds, improving fuel efficiency. A gear is a wheel with
teeth around its circumference. Gears are usually found in sets of two or more, used to
transmit rotation from the axis of one gear to the axis of another. The teeth of a gear one axis
mesh with the teeth of a gear on another, thus creating a relationship between the rotation of
the two axes.

IMPACT ON VEHICLE FUNCTIONALITY

1. Performance: The choice of transmission affects acceleration, top speed, and handling
characteristics.

2. Fuel Efficiency: Efficient gear utilization can significantly reduce fuel consumption, with
CVTs and advanced ATs providing notable improvements.

3. Emissions: Proper gear selection and operation help maintain the engine in an efficient
RPM range, reducing harmful emissions.

4. Driver Experience: The transmission type influences the driving experience, from the
engaging nature of manual transmissions to the comfort and ease of automatic and CVT
systems.

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CHAPTER: 05

TYPES OF GEAR MECHANISM IN AUTOMOBILE

1. Manual Transmission (MT) : The driver manually shifts gears using a clutch pedal and a
gear stick. This traditional type offers direct control over the vehicle's performance but
requires more skill and attention to operate.

2. Automatic Transmission (AT): Gears are automatically shifted by the transmission based
on the vehicle's speed and engine load. ATs provide a smoother ride and are easier to use,
especially in heavy traffic conditions.

3. Continuously variable Transmission (CVT): Instead of fixed gears, CVT provides an

infinite range of ratios, allowing the engine to operate at the most efficient RPM for varying
driving conditions. It offers improved fuel efficiency and a smooth driving experience.

4. Dual-Clutch Transmission (DCT): Combines the efficiency of a manual transmission with

the convenience of an automatic. It uses two separate clutches for odd and even gear sets to
provide faster and smoother gear changes.

5. Automated Manual Transmission (AMT): A semi-automatic type where the vehicle's ECU
controls the clutch engagement and gear shifts, offering a balance between manual and
automatic transmissions.

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CHAPTER: 06

Automated Manual Transmission (AMT)

Automated Manual Transmission (AMT) is a hybrid transmission system that combines the
convenience of automatic transmission with the fuel efficiency of manual transmission.
Unlike traditional automatic transmissions, AMTs do not have a torque converter but retain
the basic mechanical components of a manual gearbox. AMT or Automated Manual
Transmission is mechanically similar to a manual transmission, except that the sensors and
actuators perform the clutch work and shift gears. A car with an AMT does not have a clutch
pedal; there’s only the accelerator and brake pedal. AMT also allows manual gearshifts, when
needed; by pushing forward the gear lever for up shift and pulling it backward for downshift.
The automated manual transmission (AMT) is a type of transmission for motor vehicles. It is
essentially a conventional manual transmission equipped with automatic actuation to operate
the clutch and/or shift gears.

Automated Manual Transmission or AMT, is also known as Semi-Automatic Transmission

(SAT) or Clutch less Manual Transmission (CMT).

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CHAPTER: 07

WORKING OF AUTOMATED MANUAL TRANSMISSION

(AMT)
In the current car market three widely used types of automatic gearboxes already exist
namely, the CVT (Constantly Variable Transmission), the DCT (Dual Clutch Transmission)
and the Simple Automatic Transmission. All of these use a gear and clutch arrangement much
more complex and completely different from the conventional manual gearbox.

The AMT, however, uses the exact same gear and clutch setup as seen in a manual
transmission. The only difference that arises is in the way they are operated. In place of a gear
lever and a clutch pedal inside the cabin of the car, which are manually operated by the driver,
the AMT transmission has a hydraulic actuator system mounted inside the engine which
operates both. The actuators of the AMT system are linked to the ECU of the car, which gives
it the input and the output goes to the gears and clutch.

The gear shift pattern is pre-programmed from the factory and that data is stored by the ECU.
So whenever the RPM climbs to a certain level, the ECU automatically controls the actuators
to operate both the clutch and gearbox in synchronization. This functions exactly like an
automatic gearbox as there is no clutch pedal and in some cases, there isn’t even a gear lever
inside the cabin. Although in most cases, there is a gear lever with the three drive modes, R
(Reverse), N (Neutral) and D (Drive). There is also an option of shifting into manual mode
just parallel to the Drive mode.

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To understand the functioning of AMT, let's break it down into key components
and their interactions.

1. Clutch Actuation System: AMT employs an electro-hydraulic actuation system for

clutch operation. This system utilizes sensors and a hydraulic mechanism to automatically
engage and disengage the clutch. The system responds to the driver's input, making gear
changes smooth and effortless.

2. Gear Shifting Mechanism: The gear-shifting mechanism in AMT is based on an

electronically controlled system. It uses a combination of sensors, actuators, and an electronic
control unit (ECU) to execute gear changes at the optimal timing. The ECU continuously
monitors various parameters such as engine speed, vehicle speed, and throttle position to
determine the most suitable gear shift points.

3. Manual and Automatic Modes: AMT offers the flexibility of switching between
manual and automatic modes. In manual mode, the driver can take control of gear changes
using paddle shifters or a sequential gear lever. On the other hand, in automatic mode, the
AMT system automatically shifts gears based on the driving conditions and the driver's
inputs.

4. Creep Functionality: One notable feature of AMT is its creep functionality, similar to
traditional automatic transmissions. The creep function allows the vehicle to move slowly
forward or backwards without pressing the accelerator pedal. This feature is particularly
useful in heavy traffic or during parking.

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1. clutch (self-adjusting clutch, SAC®)

2. clutch slave cylinder (CSC)
3. electric motor (direct current) – clutch actuation
4. piston (inside cylinder)
5. gear shift mechanism
6. electric motor (direct current) – gear selection
7. Electric motor (direct current) – gear engagement.

CHAPTER: 08

PROS AND CONS OF AUTOMATED MANUAL (AMT)

The Pros of Automated Manual Transmission (AMT):

1. Convenience: The ease of driving is surely the primary useful attribute of an AMT
gearbox. It works just like any other automatic transmission and you can indeed relax
your left leg and hand as well unless you decide to switch to manual mode. This

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attribute really shines in rush hour bumper-to-bumper traffic situations. The added in-
built “Creep” function further eases the situation by allowing you to move at a slow
pace just by releasing the brake pedal and without giving any accelerator input.

2. Economy: Fuel efficiency is another prime point with the AMT, unlike the other
automatics. Most AMT’s in our country are used in hatchbacks and their shift pattern
is programmed in a way in which maximum fuel efficiency is prioritized. Its computer
operated so it’s very precise at doing that as well.

3. Drive it like you want: Most AMT equipped cars also come with the boon of a
manual mode. So whenever you are missing some old school “hand on the knob”
driving, you can always do that whenever you desire. It's even less complicated in this
case with no clutch and a simple bidirectional shift path. Automated manual
transmission lever

4. Cost: All conventional automatics cost a bomb over the respective manual version of
those cars because of the complex technology involved. An AMT gearbox costs
almost half of what a conventional automatic would. In comparison to a DCT gearbox,
it’s almost 1/4th the price.

The Cons of Automated Manual Transmission (AMT):

1. Jerky Gear Shifts: This is one major gripe with the AMT transmission. The gear
shift quality is not always consistent. Sometimes it’s good and sometimes it’s plain
jerky and awkward. In comparison to other expensive automatics, the AMT will
certainly feel inferior in terms of shift quality.

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2. Overtaking: The AMT options currently available in the country are mostly in the
budget segment. These cars are tuned for fuel economy and hence might make
unplanned up shifts in the middle of overtaking man oeuvres. This can be potentially
dangerous and it is best advised to perform such moves in manual mode.

3. Hills and Inclines: Tackling the hills can get rather tricky with the AMT. Using an
AMT in inclined or hilly terrain would require constant use of the manual mode and
some thoughtful utilization of the handbrake. This aspect pretty much negates the
convenience factor associated with it.

CONCLUSION

Modern physics adopted the gear model in different ways. In the nineteenth century, James
Clerk Maxwell developed a model of electromagnetism in which magnetic field lines were
rotating tubes of incompressible fluid. Maxwell used a gear wheel and called it an "idle

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wheel" to explain the electrical current as a rotation of particles in opposite directions to that
of the rotating field lines. More recently, quantum physics uses "quantum gears" in their
model. A group of gears can serve as a model for several different systems, such as an
artificially constructed nano mechanical device or a group of ring molecules.

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