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UNIT 1 ‐ Clutch
14AUT53  ‐ AUTOMOTIVE  • Role of Clutch ‐ positive and gradually
TRANSMISSION SYSTEMS
UNIT 2 – Gearbox
• Need and Objectives of Gear box. Construction
and operation of Sliding mesh, Constant mesh
and Synchromesh gearboxes ‐ Determination of
gear ratios for vehicles ‐ Performance
characteristics in different speeds. Transfer case
and overdrives. Problems on performance of
automobile such as resistance to motion, tractive
effort, engine speed & power and acceleration.
engaged types ‐ types of clutches ‐ single plate
clutch ‐ coil spring type and diaphragm spring
type ‐ multiple plate clutch ‐ centrifugal clutch.
Clutch operating mechanisms ‐ Hydraulic ‐
Vacuum ‐ Electromagnetic clutch and cone
clutch.
UNIT  3 – Hydrodynamic Transmission
• Fluid coupling – Principle ‐ Constructional
details. Torque capacity. Performance
characteristics. Reduction of drag torque in
fluid coupling. Torque converter – Principle ‐
constructional details, performance
characteristics. Multistage torque converters
and Polyphase torque converters.
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UNIT 4 – Planetary Gear Boxes
• Principle of Planetary gear trains ‐ Wilson Gear
box, Cotal electromagnetic transmission, Need
for Automatic Transmission ‐ Hydraulic control
system for Automatic Transmission.
Continuously Variable Transmission (CVT) –
Types – Operations of a typical CVT.
Automotive transmission
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UNIT 5 – Hydrostatic And Electric 
Drive
• Hydrostatic drive ‐Various types of hydrostatic
systems – Principles of Hydrostatic drive system.
Advantages and limitations. Construction and
working of typical Janny hydrostatic drive.
Introduction to Tandem operation of hybrid
vehicles.
• Electric drive‐types‐ Principle of modified Ward
Leonard Control system‐Advantages &
limitations.
Need for transmission systems
• To provide for disconnecting and connecting the engine from the driving wheels
smoothly and without shock.
• To enable the leverage between the engine and driving wheels to be varied (torque and
speed variation).
• Provide means to transfer power in opposite direction.
• Enable power transmission at varied angles and varied lengths.
• It must reduce the drive‐line speed from that of the engine to that of the driving wheels
in a ratio of somewhere between about 3 : 1 and 10 : 1 or more, according to the relative
size of engine and weight of vehicle.
• Turn the drive, if necessary, through 90° or perhaps otherwise realign it (driveline).
• Enable the driving wheels to rotate at different speeds (differential).
• Provide for relative movement between the engine and driving wheels torque reaction,
driving thrust and braking effort.
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Components  Transmission by means of drive
The above requirements are fulfilled by the 
following main units of transmission system :‐

– Clutch
– Gear Box
– Transfer Case
– Propeller Shaft and Universal Joints.
– Final Drive
– Differential
– Torque Tube
– Road Wheel

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Types of transmission
There are several ways in which these
requirements can be met, and transmissions fall
into three categories:

• Mechanical.
• Hydraulic:
– hydrostatic,
– hydrodynamic.
• Electric and electromagnetic.

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Clutch, gearbox and live axle 
Types of mechanical
transmission
Most mechanical transmissions fall into one of the
following three categories, each of which has
three main elements—

(1) Clutch, gearbox and live axle.

(2) Clutch, gearbox and dead axle.
(3) Clutch, gearbox and axleless transmission.

Clutch, gearbox and dead axle 
transmission

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Clutch, gearbox and axleless
Hydraulic transmission
transmission
• It uses fluid or hydraulic oil for transmitting
power from engine to the wheels.

• Example: Fluid coupling, Torque converter,

etc.,

Electric and electromagnetic 
transmission
• It uses electrical energy and power
transmission for transmitting power from
engine to the wheels.
CLUTCH

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CLUTCH  Function of a clutch 
• A clutch is a mechanism which enables the rotary motion of one shaft to 
be transmitted to second shaft, whose axis is coincident with that of first. 

• The clutch is located between the engine and gear box  • To permit smooth engagement or disengagement of a

gear when the vehicle is stationary and the engine is
• When the clutch is engaged, the power flows from the engine to the rear  running.
wheels through the transmission system and the vehicle moves. 

• When the clutch is disengaged, the power is not transmitted to the rear  • To transmit the engine power to the road wheels

wheels and the vehicle stops while the engine is still running.  smoothly without shock to the transmission system
while setting the wheel in motion.
• The clutch is disengaged when 
– Starting the engine 
– Shifting the gears  • To permit the engaging of gears when the vehicle is in
– Stopping the vehicle  motion without damaging the gear wheels.
– Idling the engine 

• The clutch is engaged only when the vehicle is on the move.

The clutch disengages and engages the 
Requirements of a clutch 
engine to the transmission  • It should be engage gradually to avoid sudden jerks.

• It should be easily operated (i..e it should consume minimum physical effort at the time of
engagement and disengagement)

• It should be dynamically balanced (particularly required in case of high speed engine

clutches)

• It should be free from slip when engaged.

• It should be as possible so that it will occupy minimum space.

• It should be easily accessible and have simple means of adjustment.

• It should be suitable mechanism to damp vibrations and to eliminated noise produced

during the power transmission.

• It should be able to dissipate large amount of heat which is generated during the clutch
operation due to friction.

• The wearing surfaces should have long life.

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Positive clutches 

• The positive clutches are used when a positive drive is required.

• The simplest type of a positive clutch is a jaw or claw clutch.

• The jaw clutch permits one shaft to drive another through a direct
contact of interlocking jaws.

– A square jaw type of clutch will transmit power in either direction of

rotation.

– The spiral jaws may be left‐hand or right‐hand, because power

transmitted by them in one direction only.

• Dog clutch in manual transmission is a positive clutch.

Dog Clutch
• A dog clutch is a type of clutch that couples two
rotating shafts or other rotating components not
by friction but by interference.

• The two parts of the clutch are designed such that one
will push the other, causing both to rotate at the same
speed and will never slip.

• Utilized in automobile manual transmissions.

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Gradual engagement clutch Basic Principle of friction clutch 

• In this type of clutch it is possible for one
shaft to revolve, while other may be stationary
or revolving at low speed.

• As the engagement occurs, the shafts are

united and speed becomes equal. Such clutch
is also known as “friction clutch”.

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Principle of friction clutch 
 The clutch works on the principle of friction.
 When two surfaces are brought in contact with each other and
pressed they are united due to friction between them.
 The friction depends on area of contact, pressure or axial force
and coefficient of friction on the surface of the material.
 The two surfaces can be separated and brought in contact when
required.
 One is considered driving member and other driven member.
 The driving member is kept rotating. When the driven member is
brought in contact with the driving member it also start rotating.
 If the axial force is increased gradually, the speed of
driven member will be increased correspondingly till
the stage comes when the speed of driven member
becomes equal to the speed of driving member.
 When the driven member is separated from the
driving member, it does not revolve .
T=µWR
Where, W‐ axial load applied
µ‐Coefficient of friction
T‐ torque transmitted
R‐ effective mean radius of friction surface

The clutch disc is squeezed against the flywheel  Pushing on the pedal moves the pivot lever to 
by spring pressure when the pedal is up  pull the pressure plate away from the disc

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Main parts of a clutch
1. Driving member
2. Driven member
3. Operating member

SINGLE PLATE CLUTCH
(Coil spring type)  
 Driving member has a flywheel which is mounted on • It has only one clutch plate which is mounted on the
the engine crankshaft. A disc is bolted to flywheel
which is known as pressure plate or driving disc. splines of the clutch shaft.

 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 disengage the driving and
driven plate.
• The flywheel is mounted on the engine crankshaft
and rotates with it.
• The pressure plate is bolted to the flywheel through
clutch springs. It is free to slide on the clutch shaft
when the clutch pedal is operated.

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Working of single plate coil spring clutch
 When the clutch is engage:‐
The clutch plate is gripped between the flywheel and the
pressure plate. Due to the friction between the flywheel, clutch plate and
pressure plate, the clutch plate revolves with the flywheel. As the clutch
plate revolves, the clutch shaft also revolves. Clutch shaft is connected to
the transmission. Thus, the engine power is transmitted to the crankshaft
to the clutch shaft.

 When the clutch is disengage:‐

When the clutch is pressed, the pressure plate moves back
against the force of the coil springs, and the clutch plate becomes free
between the flywheel and the pressure plate. Thus, the flywheel remains
rotating as long as engine is running and the clutch shaft speed reduces
slowly and finally it stops rotating. As soon as the clutch pedal is pressed,
the clutch is said to be disengaged.

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Advantages to a coil spring: Single plate clutch 

– It is better for heavy‐duty uses because more coil (diaphragm type)
springs can be installed to make a clutch apply with
more force.
– Putting a weight at the end of the release lever results
in centrifugal force applying the clutch more tightly at • It consists of a pressed steel cover, a pressure
higher speeds
plate with a machined flat surface, and the
Coil spring disadvantages include: diaphragm spring.
– More pedal pressure is required from the driver to
disengage it.
– If does not apply the clutch as heavily as the disc • The centre portion of the diaphragm spring is
wears. slit into numerous fingers that act as release
– Coil spring clutch covers must be precisely balanced levers.
after assembly.

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Working of single plate coil spring clutch
 When the clutch is engage:‐
The clutch plate is gripped between the flywheel and the
pressure plate. Due to the friction between the flywheel, clutch plate and
pressure plate, the clutch plate revolves with the flywheel. As the clutch
plate revolves, the clutch shaft also revolves. Clutch shaft is connected to
the transmission. Thus, the engine power is transmitted to the crankshaft
to the clutch shaft.

 When the clutch is disengage:‐

When the clutch is pressed, the pressure plate moves back
against the force of the diaphragm spring, and the clutch plate becomes
free between the flywheel and the pressure plate. Thus, the flywheel
remains rotating as long as engine is running and the clutch shaft speed
reduces slowly and finally it stops rotating. As soon as the clutch pedal is
pressed, the clutch is said to be disengaged.

Advantages of the diaphragm clutch 
Multiplate clutch
• It is more compact, lower weight than other designs.
• Multiplate clutch consists of more number of clutch plates, instead of only one
• It is easier to balance rotationally and is less subjected to unwanted clutch plate as of single clutch plate.
effects due to centrifugal force at high rotational speeds.
• The increased number of friction surfaces, increases the capacity to transmit
torque.
• It gives uniformly distributed pressure on pressure plate.
• The plates are alternately fitted to the engine shaft and gear box shaft.
• Less chances of clutch slippage. No needs release levers.
• Each of the alternate plate slides in grooves on the flywheel and the other slides
on splines on the pressure plate.
• Minimum effort is sufficient to disengage the clutch.
T = nµWR
• It provides minimum number of moving components and hence Where, W‐ axial load applied
minimum internal friction is experienced. µ‐Coefficient of friction
T‐ torque transmitted
R‐ effective mean radius of friction surface
• This is very commonly used in cars, light Lorries and mini trucks but is n – no. of friction plates
not much used in heavy vehicles

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Working of Multiplate clutch
• Clutch plate engaged with the flywheel and torque is transmitted
flywheel from the through friction facing (clutch plates) to the
transmission clutch shaft (clutch shafts).

• When the clutch is disengaged:

– When the clutch pedal is pressed the release bearing acts on the
pressure plates diaphragms and move the pressure plates away from
the flywheel. This release bearing the clamping force on the facings
plate and separator plate and allows flywheel to freely without turning
the clutch shaft. Now the clutch plate disengage with the flywheel, and
drive is no longer transmitted.

• When the clutch is engaged:

– When the pedal is released, the spring tension forces the pressure
plates, clutch plates and separator plates against the flywheel, clamping
all components together.

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Advantages
• Decrease the moment of inertia of the clutch.
• Multi plate clutches produce high torque.
• Decrease the amount of force needed to
operate the clutch pedal.

Cone clutch
• Cone clutch consists of friction surfaces in form of
cone.

• The engine shaft consists of a female cone.

• The male cone is mounted on the splined clutch

shaft. It has friction surfaces on the conical portion.

• The male cone can slide on the clutch shaft.

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Working of cone clutch
 When the clutch is engaged the friction
surfaces of the male cone are in contact with
that of the female cone due to the force of
spring.
 When the clutch pedal is pressed, the male
cone slides against the spring force and the
clutch is disengaged.
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Advantages
− The only advantage is that the normal force
acting on the contact surface is large than the
axial force as compare to plate clutch.
Disadvantages
− If the angle of cone is smaller than about 20o , the
male cone tend to bind or join the female cone
and it becomes difficult to disengage the clutch
− Slipping of male cone.
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Centrifugal clutch
 The centrifugal clutch uses centrifugal force, instead of spring
force for keeping it in engaged position. Also, it does not require
clutch pedal for operating the clutch.

 The clutch is operated automatically depending upon the engine

speed.

 This means that car can be stopped in gear without stalling the
engine.

 Similarly while starting, the driver can first select the gear, put the
car into the gear and simply press the accelerator pedal. This
makes the driving operation very easy.

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Working of centrifugal force
• Weights A rotates with engine speed.
Clutch engage
• The plates C and D are parallel, Spring E is between plates C and D, – The clutch plate D moves forward and contacts 
Plate D is mounted on clutch shaft.
with flywheel F against the spring force G.
• Plate C slides on clutch shaft, Flywheel F is mounted on engine
shaft and spring G is between plate D and flywheel.
Clutch disengage
• Weights A rotates with engine speed, when the engine speed
increases weights fly off and centrifugal force develop. – The spring G pushes clutch plate D back at low 
speeds about 500 rpm.
• Due to Centrifugal force the bell crank lever B moves and pushes
plate C. – Stop H limits the movement of the weight A.

• The plate C compresses the spring E, thereby pushes the clutch plate
D.

Operating characteristics Operating characteristics

– Force P is proportional to the centrifugal force at a

particular speed, while force Q exerted by spring G
is constant at all speeds.

– The firm line in the figure shows that net force on

the plate D for various engine speeds. At the upper
end the curve is made flat by means of stop H.

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Application Advantages
• RILEY cars (old foreign cars) • Does not require clutch pedal for operating
• LUNA, BAJAJ sunny, TVS Scooty etc.,( two  the clutch
wheelers)
• Vehicle can be stopped in gear

• Vehicle can be started in any gear by pressing

the accelerator pedal

Disadvantages of centrifugal clutch Semi Centrifugal Clutch
• It uses both centrifugal and spring force for keeping it in an engaged
position of the clutch.
• Automatically disengaging at low engine speeds, 
Does not permit clutch to engage at low speeds  • The springs are designed to transmit torque at normal speed, while
centrifugal force assists in torque transmission at high speed.
(500rpm)
• This clutch consists of three hinged and weighted levers and three
clutch springs alternately arranged at equal spaces on the pressure
• Only at high speeds, centrifugal force is sufficient plate.
to keep the clutch in engaged position.
• At low speeds the springs keep the clutch engaged and the
weighted levers do not have any pressure on pressure plate.
• Not suitable for all vehicles
• At high speeds when power transmission is high, weights fly off and
the levers also exert pressure on plate, keeping the clutch firmly
engaged.

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Working 
• When the speed decreases the weights do not exert any pressure
on the pressure plate. Only spring pressure is exerted on pressure
plate which keeps the clutch engaged.

• An adjusting screw is provided at the end of the lever by means of

which the centrifugal force on pressure plate can be adjusted.

• At low speeds pressure on the spring is sufficient to transmit the

torque required.

• At high speeds, the centrifugal force due to weight moves about the
fulcrum thereby pressing the pressure plate.

• The centrifugal force is proportional to the square of speed so that

adequate pressure level is attained.

Operating characteristics Advantages of semi centrifugal clutch

• Less stiff clutch springs are used as they operate

only at low speeds.

• Driver will not get strained in operating the

clutch.

• Used in some semi automatic transmission cars.

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Clutch Release Mechanism Manual Linkage
• A clutch linkage mechanism uses levers and rods to transfer
motion from the clutch pedal to the clutch fork.
• A clutch release mechanism allows the operator • When the pedal is pressed, a pushrod shoves on the bell
to operate the clutch. crank and the bell crank reverses the forward movement of
the clutch pedal.

• Generally, it consists of the clutch pedal
assembly, a mechanical linkage, cable, or
hydraulic circuit, and the clutch fork.
• The other end of the bell crank is connected to the release
rod.
• The release rod transfers bell crank movement to the clutch
fork.

• It also provides a method of adjustment for the clutch.

Clutch cable mechanism
• The clutch cable mechanism uses a steel cable inside a flexible
housing to transfer pedal movement to the clutch fork.

• The cable is usually fastened to the upper end of the clutch

pedal, with the other end of the cable connecting to the clutch
fork.

• The cable housing is mounted in a stationary position. This

allows the cable to slide inside the housing whenever the
clutch pedal is moved.

• One end of the clutch cable housing has a threaded sleeve for
clutch adjustment.

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Hydraulic clutch
• A hydraulic clutch release mechanism uses a simple hydraulic
circuit to transfer clutch pedal action to the clutch fork.

• It has three basic parts—master cylinder, hydraulic lines, and a

slave cylinder.

• Movement of the clutch pedal creates hydraulic pressure in

the master cylinder, which actuates the slave cylinder. The
slave cylinder then moves the clutch fork.

• The master cylinder is the controlling cylinder that develops

the hydraulic pressure.

• The slave cylinder is the operating cylinder that is actuated by

the pressure created by the master cylinder.

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Electromagnetic clutch

 In this type of clutch, the flywheel consists of winding.

 The current supplied in the winding from the battery

or dynamo.

 When the current passes through the winding, it

produces an electromagnetic field which attracts the
pressure plate, thereby engaging the clutch. When the
supply is cut‐off, the clutch is disengaged.

Working 
• When the supply to the winding is cut off the
clutch is disengaged by releasing the pressure
plate due to the force exerted by the helical
springs or tension springs.

• Electromagnetic clutch consists of a clutch release

switch.

• When then driver holds the gear lever to change

the gear, the switch is operated cutting off the
current to the winding which causes the clutch
disengaged.

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• When the vehicle is stalling, the engine speed is lower & the
dynamo output is low, the clutch is not firmly engaged.
• Therefore, three springs are also provided on the pressure
plate which helps the clutch engaged firmly at low speed also.
• The forces of the electromagnet can be regulated by means of
an electrical resistance provided with acceleration system and
controlled by the accelerator pedal.
• When the speed is increased, the accelerator pedal is pressed
and the resistance is gradually cut off and thus in this way,
force of electromagnet is increased and clutch transmission
becomes more rigid.
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Vacuum Clutch
 It consists of a vacuum cylinder with piston, solenoid operate valve, reservoir
and a non‐return valve.
 The reservoir is connected to the engine manifold through a non‐return valve.
 Vacuum cylinder is connected to the reservoir through solenoid operated valve.
 The solenoid is operated form the battery and the circuit incorporates a switch
which is placed in the gear lever.
 Movement of the piston is transmitted by a linkage to the clutch, causing it to
disengage.
 When the driver is not operating the gear lever, the switch is open and the
clutch remains engaged due to the force of springs.
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CLUTCH PLATE LINING AND MATERIAL

• Clutch plate  ‐ Steel
• Clutch lining ‐ Asbestos & copper wire grit, ceramics
• Rivets  ‐ Aluminium, copper
• Springs    ‐ Steel
• Hub   ‐ Steel

Gearbox
• It is a speed and torque changing device between
the engine and the driving wheels.

GEARBOX • In order to achieve maximum vehicle speed

combined with good acceleration and economy
over a whole speed range, a gearing system is
required.

• Maximum engine power, torque and economy

occur at different engine speeds.

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Operating conditions and Engine 
requirements
Operating conditions
• Maximum traction
• Maximum vehicle speed
• Maximum acceleration
• Maximum economy
Engine requirements
• Maximum engine torque
• Maximum engine power
• Maximum engine torque
• Engine at mid range speed
and under light load with
small throttle opening
Necessity of gearbox  
• To provide the high torque at the time of starting, hill climbing,
accelerating and pulling a load since high tractive effort is needed
• It permits engine crankshaft to revolve at high speed, while the wheels
turn at slower speeds
• To vary torque and speed by set of gears. Vehicle speed can be changed
keeping engine speed same with certain limit .
• It provides a neutral position so that the engine and the road wheels
are disconnected even with the clutch in the engaged position

• A means to back the car by reversing the direction of rotation of the

drive is also provided by the transmission

Objectives of gearbox Gears used in transmission
• Effective and safe transmission of power from engine to the wheels.

• Allow the vehicle to operate over a wide range of speeds from standstill to
maximum speed.

• Provide high torque and speed when needed depending upon the road
conditions or driver.

• Vary torque on rear wheels for varying resistances.

• Satisfy the needs of quick acceleration, high speed and adequate fuel
economy.

• It provides means of reversal of vehicle motion.

• Transmission can be disconnected from engine by neutral position of gear

box.

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Classification of gearboxes Manual transmission
• Selective gear transmission (Manual • It is the transmission in which any speed may be selected
from the neutral position.
transmission)
– Sliding mesh • In this type of transmission neutral position has to be
obtained before selecting any forward or reverse gear.
– Constant mesh
– Synchro mesh • Simple in design and construction
• Planetary gear transmission (Automatic • Small size and light weight
transmission)
– Fluid type • Low production costs
– Electric type • Less friction losses as vehicle moves on top gear mostly.

Components of manual transmission Sliding mesh gearbox 
• Main shaft or clutch shaft assembly which constitutes  • It is the simplest and oldest type of gear box. Spur gears are used in
this gearbox.
top row of gears. Each main gears are free to rotate 
until the driver shifts to that gear. • The clutch gear is rigidly fixed to the clutch shaft. The clutch gear
always remains connected to the drive gear of countershaft.
• Countershaft or lay shaft assembly constitutes bottom  • The other lay shaft gears are also rigidly fixed with it.
row of gears. Gears are permanently attached to the 
countershaft and rotates as a single unit. These gears  • Two gears are mounted on the main shaft and can be sliding by shifter
meshes with the gears on the main shaft.. yoke when shifter is operated.

• One gear is second & top speed gear and the other is the first and
• Reverse idler gear assembly is placed off to the side.  reverse speed gears. All gears used are spur gears.

• A reverse idler gear is mounted on another shaft and always remains

connected to reverse gear of counter shaft.

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FIRST GEAR
• By operating gearshift lever, the larger gear on main shaft is made to
slide and mesh with first gear of countershaft.
• The main shaft turns in the same direction as clutch shaft in the ratio of
3:1.

SECOND GEAR
• By operating gear shaft lever, the smaller gear on the main shaft is
made to slide and mesh with second gear of counter shaft.
• A gear reduction of approximately 2:1 is obtained.

TOP GEAR
• By operating gearshift lever, the combined second speed gear and top
speed gear is forced axially against clutch shaft gear.
• External teeth on clutch gear mesh with internal teeth on top gear and
the gear ratio is 1:1.

Constant Mesh Gearbox 

REVERSE GEAR
• By operating gearshift lever, the larger gear of main shaft is meshed
with reverse idler gear.
• All the gears are always in mesh with other.
• The reverse idler gear is always on the mesh with counter shaft reverse
gear. Interposing the idler gear, between reverse and main shaft gear,
• Gears on counter shaft are fixed to the shaft.
the main shaft turns in a direction opposite to clutch shaft. • Gears on main shaft are free to rotate.
NEUTRAL GEAR • Dog clutches can slide on the main shaft and 
• When engine is running and the clutch is engaged, clutch shaft gear
drives the drive gear of the lay shaft and thus lay shaft also rotates. rotate with it.
• But the main shaft remains stationary as no gears in main shaft are
engaged with lay shaft gears. • Dog clutches engage with gears on the main 
shaft to obtain desired speed 

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Working 
• When the left Dog clutch is slide to the left by means of
the selector mechanism, its teeth are engaged with
those on the clutch gear and we get the direct gear.

• The same dog clutch, however, when slide to right

makes contact with the second gear and second gear is
obtained.

• Similarly movement of the right dog clutch to the left

results in low gear and towards right in reverse gear.

• Usually the helical gears are used in constant mesh

gearbox for smooth and noiseless operation

Power flow in a 5 speed constant mesh 
gearbox

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33

Double declutching
• It is the process adopted to have smooth, quick and
quieter change of gears in the constant mesh gearbox.
• This is achieved through equalisation of the speeds of
the main shaft and the sliding dog.
• It involves the following steps:
– Disengage the clutch and bring the gear to neutral
– Engage the clutch, press the accelerate pedal to increase
the speed of the main shaft gears
– Disengage the clutch again move the gear to the required
gear and engage the clutch.
SYNCHROMESH GEARBOX  SYNCHRONIZERS
• This type of gearbox is similar to the constant mesh type
gearbox.
• Instead of dog clutches here synchronizers are used.
• The modern cars use helical gears and synchromesh
devices in gearboxes, that synchronize the rotation of
gears that are about to be meshed.
• Sliding synchronizing units are provided to equalize the
speeds of gear and dog before meshing.
• Equal speeds ensure smooth meshing.
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Advantages of Constant mesh gearbox 
over Sliding mesh Gearbox
• Helical and herringbone gears can be employed in these gearboxes and,
therefore, constant mesh gearboxes are quieter.
• Since the gears are engaged by dog clutches, if any damage occurs while
engaging the gears, the dog unit members get damaged and not the gear
wheels.
• By suitably designing the dog clutch, the gear changing can be made
easier.
• Damage to the dog clutch is less likely because all the teeth are engaged at
a time.
• Synchronizing devices can be easily incorporated.
• Double declutching 
– Used for smooth downshifting 
• This is the provision of synchromesh device avoids the necessity of
double‐declutching.
• The parts that ultimately are to be engaged are first brought into
frictional contact, which equalizes their speed, after which these may
be engaged smoothly.
• In most of the cars, however, the synchromesh devices are not fitted
to all the gears. Normally not used in 1st and reverse gear
• They are fitted only on the high gears and on the low and reverse
gears ordinary dog clutches are only provided.
• This is done to reduce the cost.
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Synchronizer position

Gear assembly disengaged position Reverse gear 

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First gear Second gear

Third gear Working of synchromesh gearbox 

• Because the gears are meshed all the time, the

synchronizer brings the lay shaft to the right
speed for the dog gear to mesh.

• Now, the clutch gradually equalizes the speed of

the engine and lay shaft, either bringing the
engine to the same speed as the lay shaft or vice
versa depending on engine torque and vehicle
speed.

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Gear Selector Mechanism 

Ball & plunger prevents two gears 
Gear Selector Rod 
engaging simultaneously 

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Sequential Gearbox 
• Manual transmissions in cars use the standard "H" pattern in the
shifter.

• The manual transmission in a motorcycle is different. In a motorcycle,

gears are shifted by clicking a lever up or down with toe/heel. It is a
much faster way to shift. This type of transmission is called a
sequential gearbox or a sequential manual transmission.

• The only difference is the way the control rods are manipulated.

• The "H" pattern is eliminated and replaced with a different motion.

• Fool proof system – Impossible to select wrong gear

• Race cars use sequential gearboxes

Transaxle Gear Box 

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Transaxle Gearbox 
• Has only 2 shafts 

• Used in vehicles with engine and drive on same 
side 
– Front engine front wheel drive 
– Rear Engine Rear Wheel Drive 

• Most commonly used.

• Gearbox and Differential in same housing 

Transaxle 
• Combination of transmission and differential in
one unit is called transaxle.

• Transaxles are both automatic and manual.

Advantages include:
– Reduced drive train weight.
– Improved traction.
– Smoother ride.
– Quieter operation.
– Increased passenger compartment space.

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Transfer Case 
• Normally used in 4 wheel drive vehicles

• Enables engagement and disengagement of 4 wheel drive

• This is the device that splits the power between the front and rear axles
on a four‐wheel‐drive car.

• While the differentials handle the speed difference between the inside
and outside wheels, the transfer case in an all‐wheel‐drive system
contains a device that allows for a speed equivalent or difference
between the front and rear wheels.

• This could be a viscous coupling, center differential or other type of

gear set. These devices allow an all‐wheel‐drive system to function
properly on any surface.

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Working
• The transfer case on a part‐time four‐wheel‐drive system
locks the front‐axle driveshaft to the rear‐axle driveshaft,
so the wheels are forced to spin at the same speed.

• This requires that the tires slip when the car goes around a
turn. Part‐time systems like this should only be used in low
‐traction situations in which it is relatively easy for the tires
to slip.

• On dry concrete, it is not easy for the tires to slip, so the

four‐wheel drive should be disengaged in order to avoid
jerky turns and extra wear on the tires and drivetrain.

Planetary Gear System

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• Gearing provides different torque ratios by

locking of 3 basic components
– Sun gear 
– Planet gear 
– Annular ring 

• Gear reduction 
– Sun gear is held stationary 
– Ring gear drives the planet carrier 

– Ring gear is held stationary 
– Planet carrier drives the sun gear 

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• Neutral  • Reverse 
– None of the driving members is coupled to  – Locking pinion carrier/arm 
planetary gear set  – Sun gear is the driving member and ring gear the 
driven 
• Direct drive  – Here planet gears are free to rotate about their 
own axes
– Locking together the sun and planet gears 
– The entire planetary set rotates as a single unit 

Overdrive
• Overdrive is a device interposed between the transmission (gear box) and
Overdrive  propeller shaft to permit the propeller shaft to turn faster than or over drive
the transmission main shaft.
– Sun gear is held stationary 
• It is so called because it provides a speed ratio over that of the direct speed
– Planet carrier is the driving unit and the ring gear  ratio.
is driven 
• The overdrive permits the engine to operate only about 70 percent of the
propeller shaft speed, when the vehicle is operating in the high speed ranges.
– Ring gear is held stationary  • Overdrive is usually, employed supplementary to conventional transmission.
– The planet carrier is the driving unit and sun gear 
• It is bolted to the rear of the transmission between the transmission and
is the driven unit  propeller shaft

• A slightly higher rear‐axle gear ratio is employed with an overdrive than without
one.

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Overdrive  unit working
• The overdrive consists of an electrically or hydraulically operated
epicyclic gear train bolted behind the transmission unit.
• It can either couple the input drive shaft directly to the output shaft
(propeller shaft) (1:1), or increase the output speed so that it turns
faster than the input shaft (1:1 + n).
• Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67
• Thus the output shaft may be "overdriven" relative to the input
shaft.
• In newer transmissions, the overdrive speed(s) are typically as a
result of combinations of planetary/epicyclic gear sets which are
integrated in the transmission.
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Operation
• The shift to overdrive can be obtained when the car is running above a
predetermined cut in speed (32‐51 km/hr) by operating a switch.
• The action of the overdrive is controlled by a centrifugally operated
switch.
• As the car slows down below another predetermined speed (slightly
lower than cut in speed), it is returned to third speed automatically in
most designs.
• Greater power and acceleration are needed through the overdrive gear
ratio when a car runs on the road. So the car is shifted back to direct
gear when an overdrive is depressed by the accelerator to the full
throttle position.
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Advantages
• This device permits the engine to operate at only about 70% of the Freewheel (one‐way clutch)
propeller shaft speed when the car is operating in the higher speed
ranges. i.e., over drive engine speed about 30%.

• Because the engine is not required to turn over fast at high car speed,
the use of over drive reduces engine wear and vibration and saves fuel.

• It allows a lower engine speed to maintain the car at highway speed

Drawbacks
• In descending long steep hills where the braking effect of the engine
would be lost due to slip

• The driving force available at the wheels is less in case of vehicles with
over‐drive.

• A freewheel or overrunning clutch is a device in a

• An analogous condition exists in an automobile with a
manual transmission going downhill or any situation
where the driver takes his or her foot off the gas pedal,
closing the throttle; the wheels want to drive the
engine, possibly at a higher RPM.
transmission that disengages the driveshaft from the
driven shaft when the driven shaft rotates faster than
the driveshaft.
• The condition of a driven shaft spinning faster than its
driveshaft exists in most bicycles when the rider holds
his or her feet still, no longer pushing the pedals. In a
fixed‐gear bicycle, without a freewheel, the rear wheel
would drive the pedals around.

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