TRANSMISSION

SYSTEM
Transmission is the mechanism which is used to transfer the power developed by engine to the wheels
of an automobile. The transmission system of an automobile includes clutch, gear box, propeller shaft
axle and wheels, etc. Description of various types of clutches and gear boxes has been given in the
following sections of this unit. The term Transmission is used for a device which is located between
clutch and propeller shaft. It may be a gear box, an over drive or a torque converter, etc

CLUTCH:

It operates on the principle of friction. When two surfaces are brought in contact and are held against
each other due to friction between them, they can be used to transmit power. If one is rotated, then
other also rotates. One surface is connected to engine and other to the transmission system of
automobile. Thus, clutch is nothing but a combination of two friction surfaces

Clutches are used whenever the ability to limit the transmission of power or motion needs to
be controlled either in amount or over time (e.g. electric screwdrivers limit how much torque
is transmitted through use of a clutch; clutches control whether automobiles transmit engine
power to the wheels).
Clutches are usually employed in devices which have two rotating shafts so we will use this
as in the most basic example. In these devices one shaft is typically attached to a motor or

other power unit (the driving member) while the other shaft (the driven member) provides
output power for work to be done. In a drill for instance, one shaft is driven by a motor and
the other drives a drill chuck. The clutch connects the two shafts so that they may be locked
together and spin at the same speed (engaged), locked together but spinning at different
speeds (slipping), or unlocked and spinning at different speeds (disengaged).

MAIN PARTS OF A CLUTCH:

It consists of
(a) A driving member,
(b) A driven member, and
(c) An operating member.
Driving member has a flywheel which is mounted on the engine crankshaft. A disc is bolted to
flywheel which is known as pressure plate or driving disc.
The driven member is a disc called clutch plate. This plate can slide freely to and fro on the clutch
shaft.
The operating member consists of a pedal or lever which can be pressed to disengaged the driving and
driven plate.

TYPES OF CLUTCH:
Some types of clutches used in vehicles are given below:
(a) Friction Clutch: It may be (i) single plate clutch, (ii) multi-plate clutch, or (iii) cone clutch. Multiplate clutch can be either wet or dry. A wet clutch is operated in an oil batch whereas a dry clutch does
not use oil.
(b) Centrifugal clutch.
(c) Semi-centrifugal clutch.
(d) Hydraulic clutch.
(e) Positive clutch.
(f) Vacuum clutch.
(g) Electromagnetic clutch.

HOW A CLUTCH WORKS:

The first stage in the transmission of a car with a manual gearbox is the clutch.
It transmits engine power to the gearbox, and allows transmission to be interrupted while a gear is
selected to move off from a stationary position, or when gears are changed while the car is moving.
Most cars use a friction clutch operated either by fluid (hydraulic) or, more commonly, by a cable.
When a car is moving under power, the clutch is engaged. A pressure plate bolted to the flywheel
exerts constant force, by means of a diaphragm spring, on the driven plate.
Earlier cars have a series of coil springs at the back of the pressure plate, instead of a diaphragm
spring.
The driven (or friction) plate runs on a splined input shaft, through which the power is transmitted to
the gearbox. The plate has friction linings, similar to brake linings, on both its faces. This allows the
drive to be taken up smoothly when the clutch is engaged.
When the clutch is disengaged (pedal depressed), an arm pushes a release bearing against the centre of
the diaphragm spring which releases the clamping pressure.
The outer part of the pressure plate, which has a large friction surface, then no longer clamps the
driven plate to the flywheel, so the transmission of power is interrupted and gears can be changed.

THE DIAPHRAGM SPRING:

Most modern cars use a diaphragm spring to exert pressure on the driven plate. The clutch is shown
engaged (below left) with the release bearing away from the diaphragm. When the release bearing is
pushed against the centre of the spring (above right), pressure is interrupted and the driven plate is
freed from the flywheel.
When the clutch pedal is released, the thrust bearing is withdrawn and the diaphragm-spring load once
again clamps the driven plate to the flywheel to resume the transmission of power.
Some cars have a hydraulically operated clutch. Pressure on the clutch pedal inside the car activates a
piston in a master cylinder, which transmits the pressure through a fluid-filled pipe to a slave cylinder
mounted on the clutch housing.
The slave-cylinder piston is connected to the clutch release arm.
Parts of the clutch
The modern clutch has four main components: the cover plate (which incorporates a diaphragm
spring), the pressure plate, the driven plate, and the release bearing.
The cover plate is bolted to the flywheel, and the pressure plate exerts pressure on the driven plate
through the diaphragm spring or through coil springs on earlier cars.
The driven plate runs on a splined shaft between the pressure plate and flywheel.
It is faced on each side with a friction material which grips the pressure plate and flywheel when fully
engaged, and can slip by a controlled amount when the clutch pedal is partially depressed, allowing
the drive to be taken up smoothly.
The release bearing is pushed hard against the diaphragm spring, either hydraulically or by a cable
and lever, and releases spring load to interrupt power transmission.

GEARBOX:
An automobile is able to provide varying speed and torque through its gear box. Various functions of
a gear box are listed below:
(a) To provide high torque at the
time
of
starting,
vehicle
acceleration, climbing up a hill.
(b) To provide more than forward
speeds by providing more than one
gear ratios. In modern cars, five
forward gears and reverse gear is
provided. For given engine speed,
higher speed can be obtained by
running in higher (4th and 5th)
gears.
(c) Gear box provides a reverse
gear for driving the vehicle in
reverse direction.
Fig: Parts of a six speed gearbox

PARTS OF A GEARBOX:
These are the different parts of a gearbox:

Gear
Input Shafts
Main Shafts
Countershafts
End yokes
Planetary Gears
Gear Levers
Gear shift handles
Synchronizer Rings
Synchronizer Units
Gearbox Suspension
Oil coolers
Pipes
Oil pumps
Oil filters
Pressure Limiting Valves
Gasket kits

Shifting cylinders

TYPES OF GEARBOX:
(a) Selective type gear boxes:
(i) Sliding mesh gear box
(ii) Constant mesh gear box
(iii) Synchromesh gear box
(b) Progressive type gear box
(c) Epicyclic type gear box.

CONSTANT-MESH GEARBOX:

The gears are selected by a system of rods and levers operated by the gear lever. Drive is transmitted
through the input shaft to the layshaft and then to the mainshaft, except in direct drive - top gear when the input shaft and the mainshaft are locked together.
Internal-combustion engines run at high speeds, so a reduction in gearing is necessary to transmit
power to the drive wheels, which turn much more slowly.
The gearbox provides a selection of gears for different driving conditions: standing start, climbing a
hill, or cruising on level surfaces. The lower the gear, the slower the road wheels turn in relation to the
engine speed.

THE CONSTANT-MESH GEARBOX:

The gearbox is the second stage in the transmission system, after the clutch. It is usually bolted to the
rear of the engine, with the clutch between them.
Modern cars with manual transmissions have four or five forward speeds and one reverse, as well as a
neutral position.
The gear lever, operated by the driver, is connected to a series of selector rods in the top or side of the
gearbox. The selector rods lie parallel with shafts carrying the gears.
The most popular design is the constant-mesh gearbox. It has three shafts: the input shaft, the layshaft
and the mainshaft, which run in bearings in the gearbox casing.
There is also a shaft on which the reverse-gear idler pinion rotates.
The engine drives the input shaft, which drives the layshaft. The layshaft rotates the gears on the
mainshaft, but these rotate freely until they are locked by means of the synchromesh device, which is
splined to the shaft.
It is the synchromesh device which is actually operated by the driver, through a selector rod with a
fork on it which moves the synchromesh to engage the gear.
Gears are changed by sliding one gear on the other. This gear box consists of three shafts; main shaft,
clutch shaft and a counter shaft. In a four speed gear box (which includes one reverse gear), the
counter shaft has four gears which are rigidly connected to it. Clutch shaft has one gear and main shaft
has two gears. The two gears on the main shaft can slide in the horizontal direction along the splines
of the main shaft. However, the gears on the counter shaft cannot slide. The clutch gear is rigidly fixed
to the clutch shaft. It is always connected to the countershaft drive gear.
The two gears on the main shaft can be slided by the shifter yoke by operating the shift lever. These
two gears are second gear and low/reverse gear respectively. These gears can be meshed with
corresponding gears on the countershaft with the help of shifter yoke and shift lever. Shift lever is
operated by hand in four wheelers for changing the gears. A reverse idler gear is mounted on another
(third) shaft and is always in mesh with reverse gear on countershaft.
Neutral Position
In this position, the engine is in running condition, clutch remains engaged and clutch gear drives the
countershaft drive gear. The direction of rotation of countershaft is opposite to that of clutch shaft. In
this position 1st, 2nd and 3Ird and reverse gears are free. Thus, main (transmission) shaft does not
rotate and automobile wheels do not rotate. So vehicle remains stationary.
First Gear
When first gear position is selected by the shift lever, first gear (large gear) on the main shaft slides
and is connected to first gear on the countershaft. The direction of rotation of main shaft is same as
that of clutch shaft. In first gear, small gear of countershaft meshes with larger gear on main shaft,
speed reduction in the ratio 3: 1 (approximate) is obtained.
Second Gear
When second gear is selected by the shift lever, second gear on countershaft meshes with second gear
(small gear on main shaft) on the main shaft. The direction of main shaft is same as that of clutch
shaft. Speed reduction of the order of 2 : 1 is obtained in second gear.
Third Gear

In third gear, the main shaft is slided axially towards the clutch shaft so that main shaft is directly
connected to the clutch shaft. In this position, the main shaft rotates at the speed of clutch shaft. Thus,
a speed ratio of 1: 1 is obtained.
It can be noted that the clutch gear is directly connected to engine crankshaft and main shaft is
connected to the wheels through propeller shaft.
Reverse Gear
When the shift lever is operated to engage the reverse gear, the larger (reverse) gear of the main shaft
meshes with the reverse idler gear. Reverse idler gear is always connected to reverse gear on
countershaft. The reverse idler gear between countershaft reverse gear and main shaft larger gear
changes the direction of rotation of main shaft. Thus, the direction of main shaft becomes opposite to
that of clutch shaft. Therefore, wheels of the automobile start moving in backward direction.

PROPELLER SHAFT:
A drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan shaft is a mechanical
component for transmitting torque and rotation, usually used to connect other components of a drive
train that cannot be connected directly because of distance or the need to allow for relative
movement between them.
As torque carriers, drive shafts are subject to torsion and shear stress, equivalent
to the difference between the input torque and the load. They must therefore
be strong enough to bear the stress, whilst avoiding too much
additional weight as that would in turn increase their
inertia.
To allow for variations in the alignment and
driving and driven components, drive shafts
more universal joints, jaw couplings, or rag joints,
prismatic joint.

distance
between
the
frequently incorporate one or
and sometimes a splined joint or

UNIVERSAL JOINT:
A universal joint, (universal coupling, U-joint,
Hardy-Spicer joint, or Hooke's joint) is a joint or
coupling in a rigid rod that allows the rod to 'bend'
in any direction, and is commonly used in shafts
that transmit rotary motion. It consists of a pair of
hinges located close together, oriented at 90 to each
other, connected by a cross shaft. The Universal joint is
not a constant velocity joint

Cardan

joint,

ASSEMBLY:
The propeller shaft assembly consists of a propeller shaft; commonly known as the drive shaft, a slip
joint, and two or more universal joints. This assembly provides a path through which power is
transmitted from the transmission to the drive axle assemblies or auxiliary equipment. Vehicles,
having a long wheel base, are equipped with a propeller shaft that extends from the transmission or
transfer case to a centre support bearing and a propeller shaft that extends from the centre support
bearing to the rear axle

DIFFERENTIAL:

A differential is a particular type of simple planetary gear train that has the property that the angular
velocity of its carrier is the average of the angular velocities of its sun and annular gears. This is
accomplished by packaging the gear train so it has a fixed carrier train ratio R = -1, which means the
gears corresponding to the sun and annular gears are the same size. This can be done by engaging the
planet gears of two identical and coaxial epicyclic gear trains to form a spur gear differential. Another
approach is to use bevel gears for the sun and annular gears and a bevel gear as the planet, which is
known as a bevel gear differential.

APPLICATIONS:
A vehicle with two drive wheels has the problem that when it turns a corner the drive wheels must
rotate at different speeds to maintain traction. The automotive differential is designed to drive a pair
of wheels while allowing them to rotate at different speeds. In vehicles without a differential, such as
karts, both driving wheels are forced to rotate at the same speed, usually on a common axle driven by
a simple chain-drive mechanism.
When cornering the inner wheel travels a shorter distance than the outer wheel, so without a
differential either the inner wheel rotates too fast or the outer wheel drags, which results in difficult
and unpredictable handling, damage to tires and roads, and strain on (or possible failure of) the entire
drivetrain.
In rear-wheel drive automobiles the central drive shaft (or prop shaft) engages the differential through
a hypoid gear (crown-wheel and pinion) the crown-wheel is mounted on the carrier of the planetary

chain that forms the differential. This hypoid gear is a bevel gear that changes the direction of the
drive rotation.

Input torque is applied to the ring gear (blue), which turns the
entire carrier (blue). The carrier is connected to both sun gears
(red and yellow) only through the planet gear (green). Torque
is transmitted to the sun gears through the planet gear. The
planet gear revolves around the axis of the carrier, driving the
sun gears. If the resistance at both wheels is equal, the planet
gear revolves without spinning about its own axis, and both
wheels turn at the same rate.

If the left sun gear (red) encounters resistance, the planet gear
(green) spins as well as revolving, allowing the left sun gear
to slow down, with an equal speeding up of the right sun gear
(yellow).

BEVEL PINION AND CROWN WHEEL:

Bevel gears are useful when the direction of a shaft's rotation
needs to be changed. They are usually mounted on shafts that are
90 degrees apart, but can be designed to work at other angles as
well. The teeth on bevel gears can be straight, spiral or hypoid.
Straight bevel gear teeth actually have the same problem as
straight spur gear teeth -- as each tooth engages; it impacts the
corresponding tooth all at once.

Just like with spur gears, the solution to this problem is to curve
the gear teeth. These spiral teeth engage just like helical teeth: the contact starts at one end of the gear
and progressively spreads across the whole tooth.

On straight and spiral bevel gears, the shafts must be

perpendicular to each other, but they must also be in the
same plane. If you were to extend the two shafts past the
gears, they would intersect. The hypoid gear, on the other
hand, can engage with the axes in different planes. This
feature is used in many car differentials. The ring gear of
the differential and the input pinion gear are both hypoid.
This allows the input pinion to be mounted lower than the
axis of the ring gear. Shows the input pinion engaging the
ring gear of the differential. Since the driveshaft of the car
is connected to the input pinion, this also lowers the
driveshaft. This means that the driveshaft doesn't intrude
into the passenger compartment of the car as much, making more room for people and cargo.
Crown wheel is held in the differential cage with the help of bolts. After tightening these bolts at
torque, these are locked with locking plate or lock wire, so that they dont get loose. The cage is made
up of two parts, each part has a collar on which side bearings are mounted. It has four wheels with
which the star is held in place and on this star are mounted four star pinions. To avoid steel to steel
contact, phosphorous bronze thrust washers are placed in between star pinion and cage casing.
Sometimes, cut is also given at this thrust washers to allow lubricating oil to pass through easily. The
case has few more holes also made, from these holes, lubricating oil finds its way to the sun and star
pinion for lubricating purposes. The sun pinion also held in the recess made in the c age. They are also
provided with thrust washers to take up side thrust and also to avoid steel on steel contact, as well as
avoid wearing of pinions. These thrust washers are supplied in different sizes. The sun wheels have
splines cut in the centre which accommodate the splines of axle shaft. The complete cage with two
side bearings, one in each side, can be shifted right or left and locked in any desired position. To bring
the crown wheel closer to the pinion or take it apart for adjustment purposes, the above adjustments
are provided. Two oil seals, one on each side are fitted
in differential housing so that differential oil doesnt
leak past the axle shaft side. For lubrication of pinion
bearing, sometimes oil scope is placed over the crown
wheel which collects the oil and delivers it to oil
galleries made in the housing