Gear box Types

There are many types of gearboxes

1. Sliding mesh type

2. Constant mesh type
3. Synchromesh type
4. Epicycle type

Sliding mesh gear box

In this type of gear box, the main shaft gear wheels slide on splines in the
direction of selection to mesh with the appropriate lay shaft gear for first,
second, and third gears. Top gear is a dog clutch connection joining input and
output shafts to give a 1:1 ratio. For reverse the 'compound' idler gear slides
along the shaft to mesh with main shaft and lay shaft first gear wheels. To
enable all this to happen all the gear teeth are cut straight. This type is no
longer used in the modern motor vehicle, as the gears are difficult to change
without some noise occurring.

Constant mesh gear box

In a constant mesh gear box the main shaft gearwheels rotate on bushes and
are in constant mesh with the lay shaft gears. The appropriate gearwheel may
then be locked to the output shaft and made to revolve with it by a dog clutch
splined to the shaft and slide along it by the same sort of selector fork and
collar as was used in the sliding mesh gearbox. This has the following
advantages.

i) It allows the use of helical gears;

ii) It is quieter in operation than spur-type teeth;
iii) It is stronger than the spur type as there is more than one tooth in
engagement at any one time;
iv) It makes gear changing easier as the gear wheels have to be
rotating at the same speed before engagement can take place( this
is achieved through the use of a Synchromesh device).

Synchromesh gearboxes

If the dog clutches could be replaced by some kind of friction clutch perfect
Synchronization of the output shaft and the selected gearwheel could be
achieved rapidly and smoothly. A friction clutch strong enough to transmit full
torque would be far too big and heavy, but small clutch that had to do no more
than overcome the inertia of a freely rotating gearwheel and lay shaft
assembly could be quite small. The two Synchromesh devices used in the
gearbox are the constant load and the baulk ring.
Constant load Synchromesh

The female cone of the clutch is formed in the hub, which has internal and
external splines. A series of spring loaded balls are carried in radial holes in
the hub, and these push outwards into a groove machined in the sleeve.
Movement of the selector fork carries the sleeve and hub on splines along the
main shaft towards the gear selected and allows the cones to contract. At this
point, the friction between the cones adjusts the speed of the gear wheel to
suit the hub and main shaft. Extra pressure on the lever will allow the sleeve
to over-ride the spring loaded balls and positively engage with the dogs on the
gear. If the gear change is rushed there will not be enough time for the gear
wheels to Synchronize their speeds and the change will be noisy. The time
taken for the speeds to equalize is governed by the frictional force at the cone
faces which in turn is governed by:
(i) the total spring strength;
(ii) The depth of the groove in the sleeve;
(iii) The angle of the cones;

Baulk ring Synchromesh

This is a development of the constant load type. The main advantages of the
baulk ring Synchromesh over the constant load Synchromesh are:
(i) The Synchronization of the dog clutches is quicker, thus allowing
a quicker gear changes;
(ii) The dog clutches cannot engage until their speeds are equal
and therefore noise will be eliminated;

When the gear selector moves the outer sleeve baulk ring cone contacts the
gear wheel cone. Rotation of the baulk ring is limited to the clearance
between the shifting plate and the slot in the baulk ring; this clearance is
exactly half the pitch of the dog teeth. This limited rotation of the baulk ring
therefore prevents the outer hub sleeve from meshing with the gearwheel dog
clutch. When the hub and gearwheel are synchronized (running at the same
speed) the baulk ring centralizes the slot to allow dog clutch engagement
between the sleeve and the gear dogs. If the driver applies a greater force on
the gear lever the outer sleeve, which is unable to slide over the baulk ring,
will apply a greater force to the baulk ring thus increasing the frictional force
which in turn, speeds up the Synchronization of the dog clutch members.

Transaxle

There are three reasons for having a transaxle in the Automotive power train
or drive train. The transaxle can:

1. Provide the torque needed to move the vehicle under a variety of

road and load conditions. It does this by changing the gear ratio
between the engine crankshaft and vehicle drive wheels;
2. Be shifted into reverse so that the vehicle can move back ward;

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 3. Be shifted into neutral for starting the engine and running it without
turning the drive wheels;

There are two basic types of transaxles: manual and Automatic. Manual
transaxles are shifted manually, or by hand. Automatic transaxles are shifted
Automatically, with no help from the driver.

Difference between Transmission and Transaxles

The manual transmission is an assembly of gears, shafts, and related parts.

These are contained in a metal case or housing filled with lubricant. A manual
transmission is used in some front wheel drive vehicles and in front engine
rear wheel drive vehicles. It is positioned between the clutch and the drive
(propeller)shaft, that carries engine power to the drive wheels. The engine,
clutch, transmission, and drive shaft are all in a single line.

The manual transaxle is also an assembly of gears and shaft. It attaches to

a front mounted transverse engine and drives the front wheels. Rear engine
cars use an engine mounted transaxle to drive the rear wheels. A few front
engine cars drive the rear wheels through a rear mounted transaxles.

The transaxle is a power transmission device attached to one end of the

engine, that combines the function of transmission and the drive axle (final
drive and differential) into a single assembly. This is not found in transmission
(or Gear box).

Transfer Case

Many utility vehicles, some trucks, and a few cars have four wheel drive.
Engine power can flow to all four wheels. With all four wheels driving, the
vehicle can travel over rugged terrain and up steep grades. It can go through
rough or muddy ground where two wheel drive cars would stall or get struck. A
transfer case is required on vehicles with four wheel drive.

The transfer case is an auxiliary transmission mounted in back of the main

transmission. By shifting gears in the transfer case, engine power is divided
and transferred to both the front and rear differentials.

Types of transfer cases

Transfer cases have been used with a variety of manual and automatic
transmissions there are two general types: part time of full time.

Full time transfer case

In this type power is available to all four wheels at any time. The transfer case
has a gear shift which provides for either direct through the transfer case (high
range) or gear reduction (low range). Gear reduction means torque increase

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at the wheels. The transfer case is shifted into low range by the driver when
additional torque is needed, such as for climbing step hills, some cars with
four wheel drive have a transfer case with only a high range.

Part time transfer case

The part time transfer case can be shifted into gear reduction just as in the full
time unit. In addition, the part time unit also has a gear shift that sends power
to only the rear wheels, or to both the front and rear wheels.

In most vehicles, a transfer case provides the driver with a selection of either
of two drive speeds (ranges), high or low. High speed in the transfer case
provides direct, or a gear ratio of 1:1. Low speed usually provides a gear ratio
of about 2:1.