 Introduction to Automotive Engineering

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Chapter 1: Introduction Chapter 3: Tires
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Chapter 2
Transmission System

2.1 Introduction
The transmission helps to transmit power from the engine to the wheels.
It consists of gears, shafts, and other electrical connections. It is
composed of systems shown in Figure 2.1:

Figure 2.1 Arrangement of components.

2.2 Clutch
This part is used to engage and disengage the engine from drive. It allows
the driver to control the power flow between the engine and transmission
or transaxle operating by the friction principle.

Figure 2.2 Engine arrangements.

Figure 2.3 Principle of clutch.

Need for Clutch

Allows gradual engagement of two rotating plates

Provides positive linkage capable of transmitting maximum engine torque

Rapidly separates engine from drive train and reengages engine to drive
train

Provides force between pressure plate and flywheel to load clutch disk

Transmission of torque depends on:

Size

Engagement time

Free pedal play

Rate of Heat loss

Easy in operation

Balancing of mass
⬆
Lightness

Power flow from one unit to another can be controlled with a drive disc
and a driven disc.
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 Thus, the clutch can transmit twice as much torque

For multi-disk clutch T = (n–1)µWR

Where,

W - Spring force (N)

Figure 2.4 Clutch assembly.

Figure 2.5 Clutch analysis.

Figure 2.6 Model of clutch.

r2 - External radius (m)

r1 - Internal radius of (m)
n - Number of contacting pairs
µ - Coefficient of friction

Mean radius is given as:

Tangential force is given by F = µW

Friction torque is given as T = F × R = ½ µW (r1 + r2)

Since there are n pairs so:

If N is speed of the clutch then the power transmitted is given as:

Example 4.5

A single-plate clutch of 0.15 m effective diameter is lined with material of

coefficient of friction 0.35. If the total spring force is 2.5 kN, Calculate:

1. the torque transmitted

2. the power transmitted at 3000 rev/min.

Solution

Total spring force, W = 2.5 kN = 2500 N

Effective radius, R = 0.075 m

⬆
Pairs of contact surfaces, n = 2

Coefficient of friction µ = 0.35

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= 3000 rev/min
 1. Torque transmitted,

2. Power transmitted

2.3 Synchromesh Gear Box

The arrangement are the same as constant mesh type gear box. Gears on
the main shaft mesh with those on lay shaft. The gears on the lay shaft are
fixed. This provision avoids the need for double declutching.

Figure 2.7 shows design of a synchromesh gear box. These devices reduce
the cost.

Figure 2.7 Synchromesh gear box.

Gears B, C, D, E in Figure 2.7 are free to move on the main shaft and are
in mesh with gears on the lay shaft. Menders F1 and F2 are free to move
on splines on the main shaft. G1 and G2 have internal teeth fit onto the
external teeth members F1 and F2 respectively. However, when the force
applied in G1 (G2) through fork S1 (S2) exceeds a certain value, the balls
are overcome and member G1 (G2) slides over F1 (F2).

For direct gear, member G1 and hence member F1 (through spring–

loaded balls) is slid towards the left till comes M1 and M2 rub and friction
makes their speed equal. 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 main shaft will be from B via U1, U2, C, F1 and
splines. For first gear, G2 and F2 are moved towards the right. In this case
the drive will be from B via U1, U3, D, F2 and splines to the mainshaft. For
reverse, G2 and F2 are slid towards the right. In this case the drive will be
from B via, U1, U4, U5, D, F2 are splines to the main shaft.

2.4 Di erential Gear Box

Input torque is sent to the ring gear and then to carrier. The carrier gear is
connected to both the side gears by the planet gear. The planet gear
revolves driving the side gears.

Torque to the Propeller shaft is supplied by transmission line. A bevel

gear takes drive from propeller shaft, and is encased within the housing.
This meshes with ring gear, also called crown wheel. If the left side gear
encounters resistance, the planet gear spins as well as revolving, allowing
the left side gear to slow down.

2.5 Planetary Gear Systems

Figure 2.8 shows the basic layout of the planetary gear system. This
consists of four elements as follows,

Sun Gear – it is located at the center. Input shaft is connected to sun gear.

Planet Gear – Planet gears are engaged with sun as a pinion in the system
and they revolve around the sun gear.

Ring Gear – Ring gear is the boundary of an envelope defined for the
packaging of the sun and the planetary gear

Arm – Shaft of sun gears and planet gears are connected internally with
arms

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 Figure 2.8 Differential gear box.

Figure 2.9 Planetary gear system.

2.6 Manual Transmission System

STAGES

Fully depressed Clutch:

The clutch is completely disengaged during the full depression stage and
no torque is transmitted.

Clutch slips:

The clutch slip allows the engine rotation to adjust to the newly selected
gear ratio gradually.

Released Clutch:

Torque will be transmitted to the transmission.

2.7 Automatic Transmission System

This advanced transmission system is composed of three major elements
namely, (1) epicyclic gear arrangement, (2) torque converter and (3) fluid
coupling.

STAGES OF AUTOMATIC TRANSMISSION:

Park (P): lock the transmission.

Reverse (R): reverse gear, allowing backward motion.

Neutral (N): disconnects the transmission from the wheel.

Low (L): The reduction of speed during the traction of elevated land
structures can be achieved by selecting the Low mode.

Drive (D): selecting drive mode

2.8 Propeller Sha and Drive Sha

Drive shafts must therefore be strong enough to bear the stress, whilst
avoiding too much additional weight as that would in turn increase their
inertia.

Figure 2.10 Drive shafts.

2.8.1 ROLE OF PROPELLER SHAFT

The torque from the engine is to be transmitted to the rear wheels for

⬆
propelling vehicle. The drive shaft must provide a smooth, uninterrupted
flow of power to the axles.

2.8.2 FUNCTIONS OF THE DRIVE SHAFT

1. Torque transmission.

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 3. The length changes of shaft by means of a slip joint

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