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Drivetrain System

What is gearbox?

Types of Transmission
Manual Transmission
Automatic Transmission

Semi-Automatic Transmission

Manual Transmisison
Gear Ratio:

A gear (or cog, or sprocket) in its most basic form is a flat circular object that has

teeth cut into the edge of it. The most basic type of gear is called a spur gear, and it
has straight-cut teeth, where the angle of the teeth is parallel to the axis of the gear.
The number of teeth cut into the edge of a gear determines its scalar relative to

other gears in a mechanical system. For example, if you mesh together a 20-tooth
gear and a 10-tooth gear, then drive the 20-tooth gear for one rotation, it will cause
the 10-tooth gear to turn twice.
Gear ratios are calculated by divinding the number of teeth on the output gear by the

number of teeth on the input gear. So the gear ratio here is output/input, 10/20 =
1/2 = 1:2

By meshing many gears together of different sizes, you can create

a mechanical system to gear up or gear down the number of


rotations very quickly.

Though the RPM increases in Gearing up, that happens at the

expense of decreasing the torque.


And Though the RPM decreases in gearing down we get
increased torque in the output.

Hoe this whole thing works together in


a car?
When you start the car we want maximum acceleration to reach

the top speed. And as we start gaining speed we want maximum


speed to be achieved.
Hence we start from the first gear, when at first gear maximum
velocity is reached we change the gear to second and so on.

Practical execution

What is gearbox?

Different types of gears


1.

Spur gears:

Helical Gears:

Bevel Gears:

Worm Gears:

Reverse and its Working

Reverse gear is normally an extension of everything you've

learned above but with one extra gear involved.


Typically, there will be three gears that mesh together at one
point in the gearbox instead of the customary two.
There will be a gear each on the layshaft and output shaft, but
there will be a small gear in between them called the idler gear.
The inclusion of this extra mini gear causes the last helical gear
on the output shaft to spin in the opposite direction to all the
others.
The principle of engaging reverse is the same as for any other
gear - a dog gear is slid into place with a selector fork.

Clutch and its working

In the diagram here, the clutch cover is bolted to the flywheel so it

turns with the flywheel


The clutch pedal is connected either mechanically or hydraulically to a
fork mechanism which loops around the throw-out bearing.
When you press on the clutch, the fork pushes on the throw-out
bearing and it slides along the layshaft putting pressure on the
innermost edges of the diaphragm springs.
These in turn pivot on their pivot points against the inside of the
clutch cover, pulling the pressure plate away from the back of the
clutch plates.
This release of pressure allows the clutch plates to disengage from the
flywheel.
(Go to video 1)

Automatic Transmission
The key difference between a manual and an automatic

transmission is that the manual transmission locks and unlocks


different sets of gears to the output shaft to achieve the various
gear ratios.
while in an automatic transmission, the same set of gears
produces all of the different gear ratios.
The planetary gearset is the device that makes this possible in an
automatic transmission.
Planetary gearsystem and Torque converters is the heart of
automatic transmission.
We will see how these systems work together to give desired
effect.

Planetary Gears

Gear ratios
Any planetary gearset has three main components:
The sun gear

The planet gears and the planet gears' carrier


The ring gear
Each of these three components can be the input, the output

or can be held stationary. Choosing which piece plays which


role determines the gear ratio for the gearset. Let's take a
look at a single planetary gearset.
(Go to video 2)

Torque Converter
A torque converter is a type offluid coupling, which allows the

engine to spin somewhat independently of the transmission.


If the engine is turning slowly, such as when the car is idling at a
stoplight, the amount of torque passed through the torque
converter is very small, so keeping the car still requires only a
light pressure on the brake pedal.
If you were to step on the gas pedal while the car is stopped, you
would have to press harder on the brake to keep the car from
moving.
This is because when you step on the gas, the engine speeds up
and pumps more fluid into the torque converter, causing more
torque to be transmitted to the wheels.

Inside a Torque Converter


As shown in the figure below, there are four components

inside the very strong housing of the torque converter:


Pump
Turbine
Stator
Transmission fluid
The housing of the torque converter is bolted to the flywheel
of the engine, so it turns at whatever speed the engine is
running at. The cutaway below shows how everything is
connected inside the torque converter.

Working
The pump inside a torque converter is a type of centrifugal

pump. As it spins, fluid is flung to the outside, much as the


spin cycle of a washing machine flings water and clothes to
the outside of the wash tub. As fluid is flung to the outside, a
vacuum is created that draws more fluid in at the center.
The fluid then enters the blades of the turbine, which is
connected to the transmission. The turbine causes the
transmission to spin, which basically moves your car.

DSG/DCT Gearbox

A dual-clutch transmission offers the function of two manual

gearboxes in one.
When a driver wants to change from one gear to another in a standard
stick-shift car, he first presses down the clutch pedal, which
disconnects the engine from the gearbox and interrupts power flow to
the transmission. Then the driver select a new gear.
Once the new gear is engaged, the driver releases the clutch pedal,
which re-connects the engine to the gearbox and transmits power to
the wheels.
So, in a conventional manual transmission, there is not a continuous
flow of power from the engine to the wheels. Instead, power delivery
changes from on to off to on during gearshift, causing a phenomenon
known as "shift shock" or "torque interrupt."
For an unskilled driver, this can result in passengers being thrown
forward and back again as gears are changed.

Working of the DCT


In DCT even numbered of gears are installed on one shaft

and odd numbered on another shaft.


So, when you want to shift from first gear to second gear,
firstly engage the second gear on the another shaft, whose
clutch is not yet closed, then just close the second gear and
disengage the first gear. That way, continuous power
transmission will happen.

Continuously Variable transmission


Unlike traditional automatic transmissions, continuously

variable transmissions don't have a gearbox with a set number


of gears.
which means they don't have interlocking toothed wheels.
The most common type of CVT operates on an
ingenious pulley system that allows an infinite variability
between highest and lowest gears with no discrete steps or
shifts.

The variable-diameter pulleys are the heart of a CVT. Each pulley is

made of two 20-degree cones facing each other. A belt rides in the
groove between the two cones.
When the two cones of the pulley are far apart (when the diameter
increases), the belt rides lower in the groove, and the radius of the belt
loop going around the pulley gets smaller. When the cones are close
together (when the diameter decreases), the belt rides higher in the
groove, and the radius of the belt loop going around the pulley gets
larger.
CVTs may use hydraulic pressure, centrifugal force or spring tension
to create the force necessary to adjust the pulley halves.
Variable-diameter pulleys must always come in pairs. One of the
pulleys, known as the drive pulley (or driving pulley), is
connected to the crankshaft of the engine. The driving pulley is also
called the input pulley because it's where the energy from the
engine enters the transmission.

The second pulley is called the driven pulley because the first pulley

is turning it. As an output pulley, the driven pulley transfers energy


to the driveshaft.
When one pulley increases its radius, the other decreases its radius to
keep the belt tight. As the two pulleys change their radii relative to one
another, they create an infinite number of gear ratios -- from low to
high and everything in between.

Toroidal CVT

Hydrostatic CVT
There is another type of CVT, known as a hydrostatic CVT,

that uses variable-displacement pumps to vary the fluid


flow into hydrostatic motors.
In this type of transmission, the rotational motion of the
engine operates a hydrostatic pump on the driving side.
The pump converts rotational motion into fluid flow. Then,
with a hydrostatic motor located on the driven side, the fluid
flow is converted back into rotational motion.
Various combination in this turbine pump system, can give us
huge range of reduction ratios.

Semi-automatic differential
A semi-automatic transmission is a transmission that does not

change gears automatically, but rather facilitates manual gear


changes by dispensing with the need to press a clutch pedal at the
same time as changing gears.
An automated transmission, also known as self-changing
transmission, clutchless manual transmission, automated manual
transmission is a system which uses electronic sensors,
pneumatics, processors and actuators to execute gear shifts on the
command of the driver or by a computer.
This removes the need for a clutch pedal which the driver
otherwise needs to depress before making a gear change, since the
clutch itself is actuated by electronic equipment which can
synchronise the timing and torque required to make gear shifts
quick and smooth.

Differential
A differential is a device, usually, but not necessarily,

employing gears, capable of transmitting torque and rotation


through three shafts, almost always used in one of two ways:
In one way, it receives one input and provides two outputs
this is found in most automobiles.
And in the other way, it combines two inputs to create an
output that is the sum, difference, or average, of the inputs.
(Go to video 3)

Locking Differential
A locking differential, diff-lock or locker is a variation on the

standard automotive differential.


A locking differential may provide increased traction compared to
a standard, or "open" differential by restricting each of the two
wheels on an axle to the same rotational speed without regard to
available traction or differences in resistance seen at each wheel.
A locking differential is designed to overcome the chief limitation
of a standard open differential by essentially "locking" both wheels
on an axle together as if on a common shaft.
This forces both wheels to turn in unison, regardless of the
traction (or lack thereof) available to either wheel individually.

Limited Slip Differential


The main advantage of a limited slip differential is shown by

considering the case of a standard (or "open") differential


where one wheel has no contact with the ground at all.
The torque transmitted will be equal at both wheels, but will
not exceed the threshold of torque needed to move the
vehicle, and thus the vehicle will remain stationary.
And so a normal differential suffices. For more demanding
use, such as driving in mud, off-road, or for high
performance vehicles, such a state of affairs is undesirable,
and the LSD can be employed to deal with it.
By limiting the angular velocity difference between a pair of
driven wheels, useful torque can be transmitted as long as
there is some traction available on at least one of the wheels.

2WD,4WD,AWD
Two wheel drive or 2WD describes vehicles with a drivetrain that allows

two wheels to receive power from the engine simultaneously.


Four-wheel drive, 4WD, or 44 ("four by four") is a four-wheeled vehicle
with a drivetrain that allows all four wheels to receive torque from the
engine simultaneously.
Powering all four wheels provides better control than normal road cars on
many surfaces, and is an important part in the sport of rallying.
The term four-wheel drive typically describes larger passenger vehicles that
may allow the driver to manually switch (sometimes with an automatic
option) between two-wheel drive mode (if available) for streets and fourwheel drive mode for low-traction conditions such as ice, mud, snow, or
loose gravel.
AWD means full time four wheel drive and no selection is required.

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