The Otomotif College

DMS 2505 Motorsport Drivetrain System

Name : Carson Wai Kar Seng Class : DMS 1004 Instructor : Mr. Peter

Collect information on clutch system. The clutch system is one of the most important components of your vehicle, as you already know, it allows you to place your car equipped with a manual transmission in gear, while at the same time shift to the next gear as your car starts moving. There are two kinds of clutch systems: 1- Mechanical clutch system 2- Hydraulic clutch system Most of the newer vehicles are equipped with hydraulic systems due to their self adjusting feature, older mechanical clutches needed constant adjustment to maintain proper clearance between the clutch release bearing and the clutch pressure plate. We will focus on the modern hydraulic system since is more likely that your vehicle has this modern system instead of the older design. The most common parts that you will find in a hydraulic clutch system are: 1- Clutch master cylinder 2- Clutch pedal 3- Clutch slave cylinder 4- Clutch fork ( in some models ) 5- Clutch release bearing 6- Clutch pressure plate 7- Clutch disc 8- Flywheel 9- Pilot bearing or pilot bushing depending on the manufacturer.

When you depress the clutch pedal in your vehicle, it pushes a rod connected to the clutch master cylinder, it is in this part that the mechanical pressure being applied by the clutch pedal is transformed in to hydraulic pressure. The master cylinder either has a reservoir attached to it, or it is connected to a remote reservoir, this reservoir contains the hydraulic fluid ( most systems use brake fluid), that will be forced through the line in to the clutch slave cylinder. It is the hydraulic pressure entering the clutch slave cylinder that activates a rod in an external slave cylinder against the clutch fork. The clutch fork will apply pressure against the pressure plate through the clutch release bearing. In an internal clutch slave cylinder system, the slave and the release bearing are one unit, eliminating the need of a clutch fork. The pressure being applied by the release bearing forces the pressure plate to decrease the pressure it has against the clutch disc, once this is achieved, the transmission is not longer turning along with the engine, and it is now that you can place the vehicle in gear

without damaging the transmission. The clutch disc is the part that makes contact with both the pressure plate and the flywheel. The splines in the center of the clutch disc allow the disc to slide in the splines of the input shaft of the manual transmission, that is how the rotational movement of the engine is transferred from the flywheel to the transmission. The flywheel is bolted to the rear of the engine , to the crankshaft to be more specific, the crankshaft is the one that converts the up and down movement of the pistons in to rotational movement, that's why the flywheel turns when the engine is running. So, basically, the function of the clutch is to transfer the rotational movement of the engine to the transmission, while at the same time offers a way to disconnect this force at the driver's command every time the clutch is depressed.

Collect information on the materials of clutch system used in motorsport. There are three general classes in mainstream use with all the clutch manufacturers. Direct metal to metal contact is pretty much the best way to conduct heat, and so naturally metallic friction material is very good at doing this. As in brake systems, heat is the main enemy of clutches, so metallic friction materials are most commonly used throughout motor sport. Confusing marketing names may be used, but it is simpler than it seems. All friction materials fall into the three general groups. Organic - This material is more usually associated with road car clutches. Organic is a bit of an outmoded term, going back to when asbestos was used. Technically, a more accurate description might be Mineral. Typical application is 280bhp road/track day Caterhams, or the Gardner Douglas Lola (GM 6/7l V8 powered) recreation. Any kind of normal road car clutch would either be too big and heavy, or simply be over-powered by the engine, and therefore a racing clutch with road manners is required. Organic materials in racing clutches allow superb clutch control, much better than any other type of racing clutch. But because organic friction material does not conduct heat as well as metallic, it should be used with caution as it can be overheated and burn out. Burn-out will not occur with metallic friction material until sufficient heat is generated to melt metal, so for most motor sport metallic is the better choice for that reason. Metallic - Metallic has more general advantages and wide-spread use in motor sport clutches than organic or carbon. Metallic friction materials are all sintered. This comes as a surprise to most people, but the reality is that so called cerametallic, ceramic and paddle are all just variations of sintered metallic materials just think of brake pads being available in different compounds according to the manufacturer. Sintered metallic clutch plates are easy to identify by their golden bronze colour. They are a mixture of materials Copper, Bronze, Iron and Silicon are the usual ingredients together with one or two trade secrets heated and pressed together to make blocks of friction material. Actually there are other variations including metal spraying, and silicon nitride treatments, but these are special cases not relevant to the vast majority of motor sport.

Because the clutch is operating metal-to-metal, there is better conductivity and so the heat is more easily led away. The coefficient of friction is lower than with an organic clutch when cold, but the operational temperature range is much wider and higher, and the friction value more stable. It will function well when an organic has long faded away or burnt out, or when a carbon is just warming up. A traditional Rally clutch solution is to rivet small sintered blocks to a clutch disc centre in the form of a squashed propeller shape, which makes a paddle clutch. This is a longestablished technology dating from the fifties, and often currently applied in Group N rallying where the clutch has to be of mass production origins. However, there are much better solutions available as pioneered by Super Clutch. By directly bonding wafers of material to a disc, there is more complete contact than with a riveted surface and so the metallic's heat transmission properties are used to the full. Finish ground to size unlike a typical paddle block, there are no rivets to potentially damage contact surfaces, a significantly higher volume of friction material, and greater contact area allowing the use of a more progressive engagement characteristic friction material compound. Super Clutch uniquely offer three friction material thickness options according to duty level, or anticipated operating temperature. Developments in clutch design mean that often we can offer a single where previously the only option was a twin plate clutch, and sometimes even twin where previously a triple was required. The purpose is to reduce weight and inertia, and the bonus is reduced cost. Carbon Like the girl with the curl, when its good it is very very good, but when its bad, its awful. It's superb for big budget professional motor sport when it can be run in optimum conditions determined by continual testing to establish working parameters. But if you get it wrong it can cause many more problems than it solves and become very expensive cost-wise and in the time taken to perform the necessary maintenance. Best reserved for circumstances where operating temperatures are too high for metallic. Thus it ticks more boxes for brake use than clutches. For most applications metallic friction material is a better option, including many of those already using carbon. e.g. ex-BTCC saloons in private hands.

Describe the operation principles and functions of clutch assembly. A clutch connects and disconnects one rotating mechanical component from another. An automobile clutch transmits torque from the engine to the transmission, and the driver uses a release mechanism to control the flow of the torque between them. Most light vehicles use a single-plate, friction-type disc, with two friction facings attached to a central hub, splined to accept the transmission input shaft. The friction facings are clamped between the flat surface of the engine flywheel and a spring-loaded pressure-plate, bolted to its outer edge. The input shaft passes through the centre of the pressure plate to engage the splines of the friction disc hub. With engine rotation, the flywheel and clutch assembly rotate as one unit. Engine torque is transferred from the flywheel, through the friction facings, to the splined hub, and into the transmission. Moving a clutch pedal operates the release mechanism, to control the flow of

torque between the two units. Depressing the pedal retracts the pressure plate, against the force of its springs, and frees the friction disc from its clamping action. Releasing the pedal re-applies the clamping force and re-connects the two units. This control is necessary:

when placing the transmission into gear, - the transmission input shaft must be disconnected from the engine. when moving the vehicle from rest, - slowly releasing the pedal, gives a gradual engagement of the drive, as the friction facings slip and allow torque to be applied progressively until both units are rigidly connected. when selecting an alternative ratio, that is, changing gears, when the vehicle is in motion - the transmission of engine torque must again be interrupted for this to occur. and, when bringing the vehicle to a halt, - the transmission must be disengaged to leave the engine running at its idling speed.

The amount of torque a clutch can transmit depends on the co-efficient of friction between the friction facings and their mating surfaces, the mean radius of the facings, the number of facings in contact, and the total spring force. Increasing the diameter of a clutch increases its torque capacity, as does increasing the spring force. Two or more clutch plates can be used to form a multi-plate clutch, increasing the number of facings, and torque capacity. They are useful where a reduction in diameter is advantageous or where increasing the spring strength is undesirable.

Describe and collect information on modification of clutch assembly.

Describe and collect information on modification of manual transmission. Shorten your shifter throw by installing a short-throw shifter. Kits are available for all makes and models and is one of the easiest modifications you can make to your transmission. Shortening the throw distance makes for faster, more precise shifting. Swapping out the shift knob for a deeper recessed model can also shorten the throw. Change your gear ratio to leverage the car's power where it's most desirable. You can give yourself a boost off the line by going with higher ratio gears, but this will lower your top-end speed. Higher gears are not always a good choice if you do a lot of highway driving because of the way they increase engine RPM. Lower gear changes increase the top end but can make normal driving sluggish if not compensated for with engine power. Install a race clutch and lightweight flywheel to get power to the wheels faster. While race clutches can be more difficult to drive in stop-and-go traffic there are many options that provide increased grab without a significant change from the feel of the stock clutch. Consider a race-purposed transmission if you intend to heavily modify your engine. Serious power gains can place stress on a transmission far beyond what the manufacturer intended.

Describe the types of gears used in manual transmission. Unsynchronized transmission This type of transmission offered multiple gear ratios and, in most cases, reverse. The gears were typically engaged by sliding them on their shafts (hence the phrase shifting gears), which required careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh. These transmissions are called sliding mesh transmissions or sometimes crash boxes, because of the difficulty in changing gears and the loud grinding sound that often accompanied. Newer manual transmissions on cars have all gears mesh at all times and are referred to as constant-mesh transmissions, with "synchro-mesh" being a further refinement of the constant mesh principle. In both types, a particular gear combination can only be engaged when the two parts to engage (either gears or clutches) are at the same speed. To shift to a higher gear, the transmission is put in neutral and the engine allowed to slow down until the transmission parts for the next gear are at a proper speed to engage. The vehicle also slows while in neutral and that slows other transmission parts, so the time in neutral depends on the grade, wind, and other such factors. To shift to a lower gear, the transmission is put in neutral and the throttle is used to speed up the engine and thus the relevant transmission parts, to match speeds for engaging the next lower gear. For both upshifts and downshifts, the clutch is released (engaged) while in neutral. Some drivers use the clutch only for starting from a stop, and shifts are done without the clutch. Other drivers will depress (disengage) the clutch, shift to neutral, then engage the clutch momentarily to force transmission parts to match the engine speed, then depress the clutch again to shift to the next gear, a process called double clutching. Double clutching is easier to get smooth, as speeds that are close but not quite matched need to speed up or slow down only transmission parts, whereas with the clutch engaged to the engine, mismatched speeds are fighting the rotational inertia and power of the engine. Even though automobile and light truck transmissions are now almost universally synchronised, transmissions for heavy trucks and machinery, motorcycles, and for dedicated racing are usually not. Non-synchronized transmission designs are used for several reasons. The friction material, such as brass, in synchronizers is more prone to wear and breakage than gears, which are forged steel, and the simplicity of the mechanism improves reliability and reduces cost. In addition, the process of shifting a synchromesh transmission is slower than that of shifting a non-synchromesh transmission. For racing of production-based transmissions, sometimes half the teeth (or dogs) on the synchros are removed to speed the shifting process, at the expense of greater wear. Heavy duty trucks often use unsynchronized transmissions, though military trucks usually have synchronized transmissions, allowing untrained personnel to operate them in emergencies. In the United States, traffic safety rules refer to non-synchronous transmissions in classes of larger commercial motor vehicles.

Synchronized transmission Most modern manual-transmission vehicles are fitted with a synchronized gear box. Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate or be locked to the shaft. The locking mechanism for a gear consists of a collar (or dog collar) on the shaft which is able to slide sideways so that teeth (or dogs) on its inner surface bridge two circular rings with teeth on their outer circumference: one attached to the gear, one to the shaft. When the rings are bridged by the collar, that particular gear is rotationally locked to the shaft and determines the output speed of the transmission. The gearshift lever manipulates the collars using a set of linkages, so arranged so that one collar may be permitted to lock only one gear at any one time; when "shifting gears", the locking collar from one gear is disengaged before that of another is engaged. One collar often serves for two gears; sliding in one direction selects one transmission speed, in the other direction selects another. In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the gear is engaged the collar initially applies a force to a cone-shaped brass clutch attached to the gear, which brings the speeds to match prior to the collar locking into place. The collar is prevented from bridging the locking rings when the speeds are mismatched by synchro rings (also called blocker rings or baulk rings, the latter being spelled balk in the U.S.). The synchro ring rotates slightly due to the frictional torque from the cone clutch. In this position, the dog clutch is prevented from engaging. The brass clutch ring gradually causes parts to spin at the same speed. When they do spin the same speed, there is no more torque from the cone clutch and the dog clutch is allowed to fall in to engagement. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. Shafts Like other transmissions, a manual transmission has several shafts with various gears and other components attached to them. Typically, a rear-wheel-drive transmission has three shafts: an input shaft, a countershaft and an output shaft. The countershaft is sometimes called a layshaft. In a rear-wheel-drive transmission, the input and output shaft lie along the same line, and may in fact be combined into a single shaft within the transmission. This single shaft is called a mainshaft. The input and output ends of this combined shaft rotate independently, at different speeds, which is possible because one piece slides into a hollow bore in the other piece, where it is supported by a bearing. Sometimes the term mainshaft refers to just the input shaft or just the output shaft, rather than the entire assembly. In many transmissions the input and output components of the mainshaft can be locked together to create a 1:1 gear ratio, causing the power flow to bypass the countershaft. The mainshaft then behaves like a single, solid shaft: a situation referred to as direct drive. Even in transmissions that do not feature direct drive, it's an advantage for the input and output to lie along the same line, because this reduces the amount of torsion that the transmission case has to bear.

Under one possible design, the transmission's input shaft has just one pinion gear, which drives the countershaft. Along the countershaft are mounted gears of various sizes, which rotate when the input shaft rotates. These gears correspond to the forward speeds and reverse. Each of the forward gears on the countershaft is permanently meshed with a corresponding gear on the output shaft. However, these driven gears are not rigidly attached to the output shaft: although the shaft runs through them, they spin independently of it, which is made possible by bearings in their hubs. Reverse is typically implemented differently; see the section on Reverse. Most front-wheel-drive transmissions for transverse engine mounting are designed differently. For one thing, they have an integral final drive and differential. For another, they usually have only two shafts; input and countershaft, sometimes called input and output. The input shaft runs the whole length of the gearbox, and there is no separate input pinion. At the end of the second (counter/output) shaft is a pinion gear that mates with the ring gear on the differential. Front-wheel and rear-wheel-drive transmissions operate similarly. When the transmission is put in neutral and the clutch is disengaged, the input shaft, clutch disk and countershaft can continue to rotate under their own inertia. In this state, the engine, the input shaft and clutch, and the output shaft all rotate independently. Dog clutch Dog clutches. The gear-like teeth ("dogs", right-side images) engage and disengage with each other. Among many different types of clutches, a dog clutch provides non-slip coupling of two rotating members. It is not at all suited to intentional slipping, in contrast with the footoperated friction clutch of a manual-transmission car. The gear selector does not engage or disengage the actual gear teeth which are permanently meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins together with that gear. The output shaft's speed relative to the countershaft is determined by the ratio of the two gears: the one permanently attached to the countershaft, and that gear's mate which is now locked to the output shaft. Locking the output shaft with a gear is achieved by means of a dog clutch selector. The dog clutch is a sliding selector mechanism which is splined to the output shaft, meaning that its hub has teeth that fit into slots (splines) on the shaft, forcing that shaft to rotate with it. However, the splines allow the selector to move back and forth on the shaft, which happens when it is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft.

Synchromesh Synchronizer rings If the teeth, the so-called dog teeth, make contact with the gear, but the two parts are spinning at different speeds, the teeth will fail to engage and a loud grinding sound will be heard as they clatter together. For this reason, a modern dog clutch in an automobile has a synchronizer mechanism or synchromesh, which consists of a cone clutch and blocking ring. Before the teeth can engage, the cone clutch engages first, which brings the selector and gear to the same speed using friction. Moreover, until synchronization occurs, the teeth are prevented from making contact, because further motion of the selector is prevented by a blocker (or baulk) ring. When synchronization occurs, friction on the blocker ring is relieved and it twists slightly, bringing into alignment certain grooves and notches that allow further passage of the selector which brings the teeth together. Of course, the exact design of the synchronizer varies from manufacturer to manufacturer. The synchronizer has to overcome the momentum of the entire input shaft and clutch disk when it is changing shaft rpm to match the new gear ratio. It can be abused by exposure to the momentum and power of the engine itself, which is what happens when attempts are made to select a gear without fully disengaging the clutch. This causes extra wear on the rings and sleeves, reducing their service life. When an experimenting driver tries to "match the revs" on a synchronized transmission and force it into gear without using the clutch, the synchronizer will make up for any discrepancy in RPM. The success in engaging the gear without clutching can deceive the driver into thinking that the RPM of the layshaft and transmission were actually exactly matched. Nevertheless, approximate rev. matching with clutching can decrease the general change between layshaft and transmission and decrease synchro wear. Reverse The previous discussion normally applies only to the forward gears. The implementation of the reverse gear is usually different, implemented in the following way to reduce the cost of the transmission. Reverse is also a pair of gears: one gear on the countershaft and one on the output shaft. However, whereas all the forward gears are always meshed together, there is a gap between the reverse gears. Moreover, they are both attached to their shafts: neither one rotates freely about the shaft. When reverse is selected a small gear, called an idler gear or reverse idler, is slid between them. The idler has teeth which mesh with both gears, and thus it couples these gears together and reverses the direction of rotation without changing the gear ratio. In other words, when reverse gear is selected, it is in fact actual gear teeth that are being meshed, with no aid from a synchronization mechanism. For this reason, the output shaft must not be rotating when reverse is selected: the car must be stopped. In order that reverse can be selected without grinding even if the input shaft is spinning inertially, there may be a mechanism to stop the input shaft from spinning. The driver brings the vehicle to a stop, and selects reverse. As that selection is made, some mechanism in the transmission stops the input shaft. Both gears are stopped and the idler can be inserted between them.

Whenever the clutch pedal is depressed to shift into reverse, the mainshaft continues to rotate because of its inertia. The resulting speed difference between mainshaft and reverse idler gear produces gear noise [grinding]. The reverse gear noise reduction system employs a cam plate which was added to the reverse shift holder. When shifting into reverse, the 5th/reverse shift piece, connected to the shift lever, rotates the cam plate. This causes the 5th synchro set to stop the rotating mainshaft. A reverse gear implemented this way makes a loud whining sound, which is not normally heard in the forward gears. The teeth on the forward gears of most consumer automobiles are helically cut. When helical gears rotate, there is constant contact between gears, which results in quiet operation. In spite of all forward gears being always meshed, they do not make a sound that can be easily heard above the engine noise. By contrast, most reverse gears are spur gears, meaning that they have straight teeth, in order to allow for the sliding engagement of the idler, which is difficult with helical gears. The teeth of spur gears clatter together when the gears spin, generating a characteristic whine. Attempting to select reverse while the vehicle is moving forward causes severe gear wear (except in transmissions with synchromesh on the reverse gear). However, most manual transmissions have a gate that locks out reverse directly from 5th gear to help prevent this. In order to engage reverse from 5th, the shift lever has to be moved to the center position between 2nd and 3rd, then back over and into reverse. Similarly, many newer six-speed manual transmissions have a collar under the shift knob which must be lifted to engage reverse to also help prevent this. It is clear that the spur gear design of reverse gear represents some compromises (less robust, unsynchronized engagement and loud noise) which are acceptable due to the relatively small amount of driving that takes place in reverse. The gearbox of the classic SAAB 900 is a notable example of a gearbox with a helical reverse gear engaged in the same unsynchronized manner as the spur gears described above. Its strange design allows reverse to share cogs with first gear, and is exceptionally quiet, but results in difficult engagement and unreliable operation. However, many modern transmissions now include a reverse gear synchronizer and helical gearing.

Describe the power flow and gear ratio of manual transmission. Neutral The input shaft rotates at engine speed whenever the clutch is engaged. The clutch gear is mounted on the input shaft and rotates with it. The clutch gear meshes with the counter gear, which rotates around the countershaft. The counter gear transfers power to the speed gears on the mainshaft. However, since speed gears one, two, three, and four are not locked to the mainshaft when the transmission is in neutral, they cannot transfer power to the mainshaft. The mainshaft does not turn, and there is no power output to the driveline. All gear changes pass through the neutral gear position. When changing gears, one speed gear is disengaged,

resulting in neutral, before the chose gear is engaged. This is important to remember when diagnosing hard-to-shift problems. First Gear Power or torque flows through the input shaft and clutch gear to the counter gear. The counter gear rotates. The first gear on the cluster drives the first speed gear on the mainshaft. When the driver selects first gear, the first/second synchronizer moves to the rear to engage the first speed gear and lock it to the mainshaft, the first speed gear drives the main (output) shaft, which transfers power to the driveline. A typical first speed gear ratio is 3:1 (three full turns of the input shaft to one full turn of the output shaft). So, if the engine torque entering the transmission is 220 foot-pounds it is multiplied three times to 660 foot-pounds by the time it is transferred to the driveline. Second Gear When the shift from first to second gear is made, the shift fork disengages the first/second synchronizer from the first speed gear and moves it until it locks the second speed gear to the mainshaft. Power flow is still through the input shaft and clutch gear to the counter gear. However, now the second counter gear on the cluster transfers power to the second speed gear locked on the mainshaft. Power flows from the second speed gear through the synchronizer to the mainshaft (output shaft) and driveline. In second gear, the need for vehicle speed and acceleration is greater than the need for maximum torque multiplication. To meet these needs, the second speed gear on the mainshaft is designed slightly smaller than the first speed gear. This results in a typical gear ratio of 2.2:1, which reflects a drop in torque and an increase in speed. Third Gear When the shift from second to third gear is made, the shift fork returns the first/second synchronizer to its neutral position. A second shift fork slides the third/fourth synchronizer until it locks the third speed gear to the mainshaft. Power flow now goes through the third gear of the counter gear to the third speed gear, through the synchronizer to the mainshaft, and driveline. Third gear permits a further decrease in torque and increase in speed. As you can see, the third speed gear is smaller than the second speed gear. This results in a typical gear ration of 1.7:1. Fourth Gear In fourth gear, the third/fourth synchronizer is moved to lock the clutch gear on the input shaft to the mainshaft. This means power flow is directly from the input shaft to the mainshaft (output shaft) at a gear ratio of 1:1. This ratio results in maximum speed output and no torque multiplication. Fourth gear has no torque multiplication because it is used at cruising speed to promote maximum fuel economy. The vehicle is normally downshifted to lower gears to take advantage of torque multiplication and acceleration when passing slower vehicles or climbing grades.

Reverse In reverse gear, it is necessary to reverse the direction of the mainshaft (output shaft). This is done by introducing a reverse idler gear into the power flow path. The idler gear is located between the countershaft reverse gear and the reverse speed gear on the mainshaft. The idler assembly is made of a short drive shaft independently mounted in the transmission case parallel to the countershaft. The idler gear may be mounted near the mid-point of the shaft. In other transmissions, there are two separate idler gears, one near each end of the shaft. The reverse speed gear may be an independent gear located at the rear of the mainshaft. The reverse speed gear is actually the external tooth sleeve of the first-second synchronizer. When reverse gear is selected, both synchronizers are disengaged. In the transmission, the shifting linkage moves the reverse idler gear into mesh with the first/second synchronizer sleeve. Power flows through the input shaft and clutch gear to the countershaft. From the countershaft, it passes to the reverse idler gear, where it changes rotational direction. It then passes to the mainshaft and driveline. In the transmission, the reverse slides the reverse speed gear forward until it meshes the gear idler gear. Power flows from the input shaft and clutch gear to the countershaft. It then passes through the front idler gear (direction change), rear idler gear, rear speed gear (direction change), and out through the mainshaft to the driveline. FIVE-SPEED OVERDRIVE As discussed earlier, when a large gear drives a smaller gear, an overdrive condition occurs. The large driving gear may rotate three-quarters of a revolution while the smaller driven gear rotates one full turn. Overdrive permits an engine speed reduction at higher cruising speeds. Because the engine (rpm) is running slower, fuel economy is greater. However, engine torque also drops, so power is sacrificed for better mileage. Overdrive gears are usually located in the transmission housing. The gear ratio of this fifth gear is 0.87:1. The reverse gear train is designed with spur-type gearing. Unlike the four-speed transmission covered earlier, reverse shifting in this transmission is controlled by a synchronizer. As you can see, this synchronizer is also used to control engagement of fifth gear overdrive. Power flows for first, second, third, fourth, and fifth gears are similar to those in the four-speed transmission described earlier. In each case, a shift fork moves the appropriate synchronizer to lock the required speed gear to the mainshaft. Power flows through the input shaft to the counter gear, and back through the mainshaft to the driveline. When reverse gear is selected, the fifth/reverse synchronizer is moved by the fifth/reverse shift rail and shift fork. The synchronizer locks the reverse gear to the mainshaft. The clockwise rotation of the input shaft and clutch gear drive the counter gear in a counterclockwise direction. The reverse idler gearing is driven clockwise by the counter gear. The clockwise turning reverse idler gear drives the reverse speed gear, synchronizer, mainshaft, and driveline counterclockwise. The vehicle can then back up.

Describe the shifting pattern of manual transmission including sequential gearbox. Gear shift types Floor-mounted shifter In most vehicles with manual transmission, gears are selected by manipulating a lever called a gear stick, shift stick, gearshift, gear lever, gear selector, or shifter connected to the transmission via linkage or cables and mounted on the floor, dashboard, or steering column. Moving the lever forward, backward, left, and right into specific positions selects particular gears. A sample layout of a four-speed transmission is shown below. N marks neutral, the position wherein no gears are engaged and the engine is decoupled from the vehicle's drive wheels. The entire horizontal line is a neutral position, though the shifter is usually springloaded so it will return to the centre of the N position if not moved to another gear. The R marks reverse, the gear position used for moving the vehicle rearward.

This layout is called the shift pattern. Because of the shift quadrants, the basic arrangement is often called an H-pattern. The shift pattern is usually molded or printed on or near the gear knob. While the layout for gears one through four is nearly universal, the location of reverse is not. Depending on the particular transmission design, reverse may be located at the upper left extent of the shift pattern, at the lower left, at the lower right, or at the upper right. There is often a mechanism that allows selection of reverse only from the neutral position, or a reverse lockout that must be released by depressing the spring-loaded gear knob or lifting a spring-loaded collar on the shift stick, to reduce the likelihood of the driver inadvertently selecting reverse. "Four on the floor" Four-speed transmissions with floor-mounted shifters were sometimes referred to as "four on the floor" during the period when the steering column was the more common shifter location. The latter, often being the standard non-performance transmission, usually had only three forward speeds and was referred to as "three on the tree." Most front-engine, rear-wheel drive cars have a transmission that sits between the driver and the front passenger seat. Floor-mounted shifters are often connected directly to the transmission. Front-wheel drive and rear-engine cars often require a mechanical linkage to connect the shifter to the transmission.

Column-mounted shifter Some cars have a gear lever mounted on the steering column of the car. A 3-speed column shifter, which came to be popularly known as a "Three on the Tree", began appearing in America in the late 1930s and became common during the 1940s and '50s. If a U.S. vehicle was equipped with overdrive, it was very likely to be a Borg-Warner type, operated by briefly backing off the gas when above 28 mph to enable, and momentarily flooring the gas pedal to return to normal gear. The control simply disables overdrive for such situations as parking on a hill or preventing unwanted shifting into overdrive. A majority of North American-spec vehicles for USA and Canada had a 3-speed columnmounted shifter - the first generation Chevrolet/GMC vans of 1964-70 vintage had an ultrarare 4-speed column shifter. The column-mounted manual shifter disappeared in North America by the mid 1980s, last appearing in the 1987 Chevrolet pickup truck. Outside North America, the column-mounted shifter remained in production. All Toyota Crown and Nissan Cedric taxis in Hong Kong had the 4-speed column shift until 1999 when automatic transmissions were first offered. Since the late 1980s or early 1990s,[vague] a 5-speed column shifter has been offered in some vans sold in Asia and Europe, such as Toyota Hiace and Mitsubishi L400. Column shifters are mechanically similar to floor shifters, although shifting occurs in a vertical plane instead of a horizontal one. Because the shifter is further away from the transmission, and the movements at the shifter and at the transmission are in different planes, column shifters require more complicated linkage than floor shifters. Advantages of a column shifter are the ability to switch between the two most commonly used gearssecond and thirdwithout letting go of the steering wheel, and the lack of interference with passenger seating space in vehicles equipped with a bench seat. Console-mounted shifter Newer small cars and MPVs, like the Suzuki MR Wagon, the Fiat Multipla, the Toyota Matrix, the Pontiac Vibe, the Chrysler RT platform cars and the Honda Civic Si EP3 may feature a manual or automatic transmission gear shifter located on the vehicle's instrument panel. Console-mounted shifters are similar to floor-mounted gear shifters in that most of the ones used in modern cars operate on a horizontal plane and can be mounted to the vehicle's transmission in much the same way a floor-mounted shifter can. However, because of the location of the gear shifter in comparison to the locations of the column shifter and the floor shifter, as well as the positioning of the shifter to the rest of the controls on the panel often require that the gearshift be mounted in a space that does not feature a lot of controls integral to the vehicle's operation or frequently used controls, such as those for the car stereo or car air conditioning, to help prevent accidental activation or driver confusion, especially in righthand drive cars. More and more small cars and vans from manufacturers such as Suzuki, Honda, and Volkswagen are featuring console shifters in that they free up space on the floor for other car features such as storage compartments without requiring that the gear shift be mounted on the

steering column. Also, the basic location of the gear shift in comparison to the column shifter makes console shifters easier to operate than column shifters. Sequential manual Some transmissions do not allow the driver to arbitrarily select any gear. Instead, the driver may only ever select the next-lowest or next-highest gear ratio. Sequential transmissions often incorporate a synchro-less dog-clutch engagement mechanism (instead of the synchromesh dog clutch common on H-pattern automotive transmissions), in which case the clutch is only necessary when selecting first or reverse gear from neutral, and most gear changes can be performed without the clutch. However, sequential shifting and synchro-less engagement are not inherently linked, though they often occur together due to the environment(s) in which these transmissions are used, such as racing cars and motorcycles. Sequential transmissions are generally controlled by a forward-backward lever, foot pedal, or set of paddles mounted behind the steering wheel. In some cases, these are connected mechanically to the transmission. In many modern examples, these controls are attached to sensors which instruct a transmission computer to perform a shiftmany of these systems can be switched into an automatic mode, where the computer controls the timing of shifts, much like an automatic transmission. Motorcycles typically employ sequential transmissions, although the shift pattern is modified slightly for safety reasons. In a motorcycle the gears are usually shifted with the left foot pedal, the layout being this: 6-5-4-3-2N1 The pedal goes one stepboth up and downfrom the center, before it reaches its limit and has to be allowed to move back to the center position. Thus, changing multiple gears in one direction is accomplished by repeatedly pumping the pedal, either up or down. Although neutral is listed as being between first and second gears for this type of transmission, it "feels" more like first and second gear are just "further away" from each other than any other two sequential gears. Because this can lead to difficulty in finding neutral for inexperienced riders most motorcycles have a neutral indicator light on the instrument panel to help find neutral. The reason neutral does not actually have its own spot in the sequence is to make it quicker to shift from first to second when moving. Neutral can be accidentally shifted into, though most high end, newer model motorcycles have means of avoiding this.[citation needed] The reason for having neutral between the first and second gears instead of at the bottom is that when stopped, the rider can just click down repeatedly and know that they will end up in first and not neutral. This allows a rider to quickly move his bike from a standstill in an emergency situation. This may also help on a steep hill on which high torque is required. It could be disadvantageous or even dangerous to attempt to be in first without realizing it, then try for a lower gear, only to get neutral. On motorcycles used on race tracks, the shifting pattern is often reversed, that is, the rider clicks down to upshift. This usage pattern increases the ground clearance by placing the

riders foot above the shift lever when the rider is most likely to need it, namely when leaning over and exiting a tight turn. The shift pattern for most underbone motorcycles with an automatic centrifugal clutch is also modified for two key reasons - to enable the less-experienced riders to shift the gears without problems of "finding" neutral, and also due to the greater force needed to "lift" the gearshift lever (because the gearshift pedal of an underbone motorcycle also operates the clutch). The gearshift lever of an underbone motorcycle has two ends. The rider clicks down the front end with the left toe all the way to the top gear and clicks down the rear end with the heel all the way down to neutral. Some underbone models such as the Honda Wave have a "rotary" shift pattern, which means that the rider can shift directly to neutral from the top gear, but for safety reasons this is only possible when the motorcycle is stationary. Some models also have gear position indicators for all gear positions at the instrument panel. Semi-manual Some new transmissions (Alfa Romeo's Selespeed gearbox and BMW's Sequential Manual Gearbox (SMG) for example) are conventional manual transmissions with a computerized control mechanism. These transmissions feature independently selectable gears but do not have a clutch pedal. Instead, the transmission computer controls a servo which disengages the clutch when necessary. These transmissions vary from sequential transmissions in that they still allow nonsequential shifts: BMWs SMG system, for example, can shift from 6th gear directly to 4th gear. An early version of this type of transmission was the Autostick, which was used in the Volkswagen Beetle and Karmann Ghia from 1967 to 1976, where the clutch was disengaged by servo when the driver pushed downward slightly on the gear shift lever. This was a 3speed unit. In the case of the early second generation Saab 900, a 'Sensonic' option was available where gears were shifted with a conventional shifter, but the clutch is controlled by a computer.

Describe the types of transmissions uses in motorsports.

Describe and collect information on modification of drive shaft and propeller shaft. A drive shaft, driveshaft, driving shaft, propeller 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. Drive shafts are carriers of torque: they 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. Drive shafts frequently incorporate one or more universal joints or jaw couplings, and sometimes a splined joint or prismatic joint to

allow for variations in the alignment and distance between the driving and driven components. An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the other end of the vehicle before it goes to the wheels. A pair of short drive shafts is commonly used to send power from a central differential, transmission, or transaxle to the wheels. Front-engine, rear-wheel drive In front-engine, rear-drive vehicles, a longer drive shaft is also required to send power the length of the vehicle. Two forms dominate: The torque tube with a single universal joint and the more common Hotchkiss drive with two or more joints. This system became known as Systme Panhard after the automobile company Panhard et Levassor patented it. Most of these vehicles have a clutch and gearbox (or transmission) mounted directly on the engine with a drive shaft leading to a final drive in the rear axle. When the vehicle is stationary, the drive shaft does not rotate. A few, mostly sports, cars seeking improved weight balance between front and rear, and most commonly Alfa Romeos or Porsche 924s, have instead used a rear-mounted transaxle. This places the clutch and transmission at the rear of the car and the drive shaft between them and the engine. In this case the drive shaft rotates continuously as long as the engine does, even when the car is stationary and out of gear. Early automobiles often used chain drive or belt drive mechanisms rather than a drive shaft. Some used electrical generators and motors to transmit power to the wheels. Front-wheel drive In British English, the term "drive shaft" is restricted to a transverse shaft that transmits power to the wheels, especially the front wheels. A drive shaft connecting the gearbox to a rear differential is called a propeller shaft, or prop-shaft. A prop-shaft assembly consists of a propeller shaft, a slip joint and one or more universal joints. Where the engine and axles are separated from each other, as on four-wheel drive and rear-wheel drive vehicles, it is the propeller shaft that serves to transmit the drive force generated by the engine to the axles. A drive shaft connecting a rear differential to a rear wheel may be called a half shaft. The name derives from the fact that two such shafts are required to form one rear axle. Several different types of drive shaft are used in the automotive industry: One-piece drive shaft Two-piece drive shaft Slip-in-tube drive shaft

The slip-in-tube drive shaft is a new type that also helps in crash energy management. It can be compressed in the event of a crash, so is also known as a collapsible drive shaft. Four wheel and all-wheel drive These evolved from the front-engine rear-wheel drive layout. A new form of transmission called the transfer case was placed between transmission and final drives in both axles. This split the drive to the two axles and may also have included reduction gears, a dog clutch or differential. At least two drive shafts were used, one from the transfer case to each axle. In some larger vehicles, the transfer box was centrally mounted and was itself driven by a short drive shaft. In vehicles the size of a Land Rover, the drive shaft to the front axle is noticeably shorter and more steeply articulated than the rear shaft, making it a more difficult engineering problem to build a reliable drive shaft, and which may involve a more sophisticated form of universal joint. Modern light cars with all-wheel drive (notably Audi or the Fiat Panda) may use a system that more closely resembles a front-wheel drive layout. The transmission and final drive for the front axle are combined into one housing alongside the engine, and a single drive shaft runs the length of the car to the rear axle. This is a favoured design where the torque is biased to the front wheels to give car-like handling, or where the maker wishes to produce both fourwheel drive and front-wheel drive cars with many shared components.

Describe and collect information on modification of axle shaft.

Describe and illustrate the nomenclature of super gear teeth.

Collect information on different types of gear used in transmission and differential.

Describe and collect information on operation principles of manual transmission. It's no secret that cars with manual transmissions are usually more fun to drive than their automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual trans actually work? With our primer on automatics (or slushboxes, as detractors call them) available for your perusal, we thought it would be a good idea to provide a companion overview on manual trannies, too. A brief history lesson shows that manual transmissions preceded automatics by several decades. In fact, up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it's logical for many types of today's vehicles to be equipped

with an automatic -- such as a full-size sedan, SUV or pickup -- the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, sport coupe or two-seater equipped with a precise-shifting five- or six-speed gearbox. It's what makes cars such as a Corvette, Mustang, Miata or any BMW sedan or coupe some of the most fun-to-drive cars available today. We know which types of cars have manual trannies. Now let's take a look at how they work. From the most basic four-speed manual in a car from the '60s to the most high-tech six-speed in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing) that, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheeldrive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and transaxle will both be referred to using the term transmission. The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle's drive-wheel speed and torque in relation to engine speed and torque. Lower (numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill. Initially, power and torque from the engine comes into the front of the transmission and rotates the main drive gear (or input shaft), which meshes with the cluster or counter shaft gear -- a series of gears forged into one piece that resembles a cluster of gears. The clustergear assembly rotates any time the clutch is engaged to a running engine, whether or not the transmission is in gear or in neutral. There are two basic types of manual transmissions. The sliding-gear type and the constantmesh design. With the basic -- and now obsolete -- sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine's power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds. All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear,

cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral. Alongside each gear on the mainshaft is a dog clutch, with a hub that's positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving the shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft. To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings (or springs) and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment. A synchro's inner hub and sleeve are made of steel, but the blocking ring -- the part of the synchro that rubs on the gear to change its speed -- is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty -- they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side. That's the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the '60s, fourspeeds were common in American and European performance cars. Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox. Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft (the driveshaft going to the wheels) than the driving shaft (crankshaft of the engine). For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced.

Describe and collect information information on overhauling of dog box transmission.

Describe and collect information on operating principles of propeller shaft.

Describe and collect information on operation principles of differential. A differential is a device that sends power from a driveshaft to both sides of an axle. The rotational torque from a driveshaft is generally laid out horizontally down the length of the vehicle (typical RWD). But the wheels need to be turned at a 90-degree angle from the position of the driveshaft. The axle driving the wheels is split into two parts and the inner ends of both sides are connected to the differential. The differential is made up of a series of gears that can direct the rotational power from the driveshaft to 90-degree angles and turn both sides of the axle. A differential can also be used between the front and rear axles on a four-wheel-drive or all-wheel-system by splitting power between both axles and ultimately driving all four wheels. There are three major types of differentials: Open Differential Also called a slipping differential, this is the most common differential available on stock cars. An open differential allows for free slippage between the two sides of the axle. When a car is turning, the inner and outer wheels must rotate at different speeds. If they are forced to rotate at the same speed, there will be increased wear on the entire drivetrain and tires as the slippage needs to "rubbed off" somewhere, normally the tires. An open differential allows for some slippage to occur between the two sides of the axle so that the tires do not rub the ground. With both tires left off the ground, put the transmission in neutral and with your hand turn one of the wheels. The other wheel should spin in the opposite direction with an open differential. If the opposite wheel does not spin, the differential may be damaged. The downside to an open differential is that it offers the least amount of traction. In a lowtraction setting (dirt, sand, snow, ice, gravel), attempting to accelerate beyond the traction capabilities of the tires causes only a single tire to spin while the opposite tire generally does not spin at all or very little. A 4WD or AWD vehicle with open differentials on the front and rear axles will spin one tire on the front and one tire on the rear in this situation.

Limited-Slip Differential (LSD) To solve the problem of the low traction of an open differential, car manufacturers typically offer a limited-slip differential (LSD) on off-road, luxury, and high-performance vehicles. A LSD is similar to an open differential in that it allows some slippage to occur, but it differs from an open differential by limiting the slippage, usually to a percentage difference. Under normal conditions, a LSD will allow minor slippage between the wheels. But when the slippage passes beyond a pre-determined difference, after a slight delay, the axle sides lock together somewhat and send part of the rotational torque to the opposite wheel of the slipping wheel. There are several types of LSD's available from manufacturers all over the world, each offering a different mechanical solution. With both wheels lifted up and the car in neutral, turn one wheel with your hand. The other wheel typically won't move at all until about 1/2 of a full turn, then it will start to spin.

Locking Differential A locking differential is unlike an open differential or LSD in that it allows no wheel slippage to occur. The axle sides are ultimately "locked" together with a series of toothed gears, similar to the operation of a manual transmission. A locking differential causes excessive wear on the drivetrain and tires and therefore is not used on street applications. It's normally reserved for off-road use where the slippage can be innocently rubbed off by the tires on the low-traction ground, snow, or ice. A 4WD's transfer case is a type of locking differential as it locks the front and rear axles together for superior traction.

Describe and collect information on limited slip differential.

A limited slip differential (LSD) is a type of automotive differential gear arrangement that allows for some difference in angular velocity of the output shafts, but imposes a mechanical bound on the disparity. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.

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. In such a case, the non-contacting wheel will receive one hundred percent of the power while the contacting wheel will remain stationary. The torque transmitted will be equal at both wheels, and therefore will not exceed the threshold of torque needed to move the wheel with grip. Automotive limited slip differentials all contain a few basic elements. First, all have a gear train that, like an open differential, allows the outputs to spin at different speeds while holding the average speed of the two outputs to be equal to the input speed. Second, all have some sort of mechanism that applies a torque internal to the differential that resists the relative motion of the output shafts. In simple terms this means they have some mechanism which resists a speed difference between the outputs by creating a resisting torque between either the two outputs or the outputs and the differential housing. There are many mechanisms used to create this resisting torque. The type of limited slip differential typically gets its name from the design of this resisting mechanism. Examples include, viscous, and clutch based LSDs. The amount of limiting torque provided by these mechanisms varies by design. Several types of LSD are commonly used on passenger cars. -Fixed value -Torque sensitive -Speed sensitive -Electronically controlled

Fixed Value In this differential the maximum torque difference between the two outputs, Trq d , is a fixed value at all times regardless of torque input to the differential or speed difference between the two outputs. Typically this differential used spring loaded clutch assemblies. Torque sensitive This category includes helical gear limited slip differentials and clutch, cone (an alternative type of clutch) where the engagement force of the clutch is a function of the input torque applied to the differential (ie as the engine applies more torque the clutches grip harder and Trq d increases). ZF LSD - clutch stack visible on left ZF LSD - spider pinion shaft ramps visible Torque sensing LSDs respond to driveshaft torque, so that the more driveshaft input torque present, the harder the clutches, cones or gears are pressed together, and thus the more closely the drive wheels are coupled to each other. Some include spring-loading to provide some small torque so that with no / little input torque (trailing throttle/gearbox in neutral/main clutch depressed) the drive wheels are minimally coupled. The amount of preload (hence static coupling) on the clutches or cones are affected by the general condition (wear) and by how tightly they are loaded. Clutch, Cone Type LSD The clutch type has a stack of thin clutch discs, half of which are coupled to one of the drive shafts, the other half of which are coupled to the spider gear carrier. The clutch stacks may be present on both drive shafts, or on only one. If on only one, the remaining drive shaft is linked to the clutched drive shaft through the spider gears. In a cone type the clutches are replaced by a pair of cones which are pressed together achieving the same effect. One method for creating the clamping force is the use of a cam-ramp assembly such as used in a Salisbury/ramp style LSD. The spider gears mount on the pinion cross shaft which rests in angled cutouts forming cammed ramps. The cammed ramps are not necessarily symmetrical. If the ramps are symmetrical, the LSD is 2 way. If they are saw toothed (i.e. one side of the ramp is vertical), the LSD is 1 way. If both sides are sloped, but are asymmetric, the LSD is 1.5 way. An alternative is to use the natural separation force of the gear teeth to load the clutch. An example is the center differential of the 2011 Audi Quattro RS 5. As the input torque of the driveshaft tries to turn the differential center, internal pressure rings (adjoining the clutch stack) are forced sideways by the pinion cross shaft trying to climb the ramp, which compresses the clutch stack. The more the clutch stack is compressed, the more coupled the wheels are. The mating of the vertical ramp (80-85 in practice to avoid chipping) surfaces in a 1 way LSD on over run produces no cam effect and no corresponding clutch stack compression. Geared LSD

Geared, torque-sensitive mechanical limited slip differentials utilize helical gears or worm gears to rather than the beveled spider gears of the clutch based differentials. As torque is applied to the gears they are pushed against the walls of the differential housing which creates friction. The friction resists the relative movement of the outputs and creates the limiting torque. Speed sensitive Speed sensitive differentials limit the torque difference between the outputs, Trq d , based on the difference in speed between the two output shafts. Thus for small output speed differences the differentials behavior may be very close to an open differential. As the speed difference increase the limiting torque increases. This results in different dynamic behavior as compared to a torque sensitive differential. Viscous The viscous type is generally simpler because it relies on hydrodynamic friction from fluids with high viscosity. Silicone-based oils are often used. Here, a cylindrical chamber of fluid filled with a stack of perforated discs rotates with the normal motion of the output shafts. The inside surface of the chamber is coupled to one of the driveshafts, and the outside coupled to the differential carrier. Half of the discs are connected to the inner, the other half to the outer, alternating inner/outer in the stack. Differential motion forces the interleaved discs to move through the fluid against each other. In some viscous couplings when speed is maintained the fluid will accumulate heat due to friction. This heat will cause the fluid to expand, and expand the coupler causing the discs to be pulled together resulting in a non-viscous plate to plate friction and a dramatic drop in speed difference. This is known as the hump phenomenon and it allows the side of the coupler to gently lock. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, and so is easier to cope with for the average driver. New Process Gear used a viscous coupling of the Ferguson style in several of their transfer cases including those used in the AMC Eagle. Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. In particular, any sustained load which overheats the silicone results in sudden permanent loss of the differential effect. They do have the virtue of failing gracefully, reverting to semi-open differential behavior. Typically a visco-differential that has covered 60,000 miles (97,000 km) or more will be functioning largely as an open differential;[citation needed] this is a known weakness of the original Mazda MX-5 (a.k.a. Miata) sports car. The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of the differential. This is not serviceable and when the differential's behavior deteriorates, the VLSD center is replaced. Gerotor pump This works by hydraulically compressing a clutch pack. The gerotor pump uses the housing to drive the outer side of the pump and one axle shaft to drive the other. When there is differential wheel rotation, the pump pressurizes its working fluid into the clutch pack area. This provides a clamp load for frictional resistance to transfer torque to the higher traction wheel. The pump based systems have a lower and upper limits on applied pressure, and internal damping to avoid hysteresis. The newest gerotor pump based system has computer regulated output for more versatility and no oscillation.

Electronic An electronic limited slip differential will typically have a planetary or bevel gear set similar to that of an open differential and a clutch pack similar to that in a torque sensitive or gerotor pump based differential. In the electronic unit the clamping force on the clutch is controlled externally by a computer or other controller. This allows the control of the differentials limiting torque, Trq d , to be controlled as part of a total chassis management system. An example of this type of differential is Subarus DCCD used in the 2011 Subaru WRX STi.[7] Another example is the Porsche PSD system used on the Porsche_928 Electronic Brake Based These systems are alternatives to a traditional limited slip differential. The systems use an open differential paired with various chassis sensors such as speed sensors, anti-lock braking system (ABS) sensors, accelerometers, and microcomputers to electronically monitor wheel slip and vehicle motion. When the chassis control system determines a wheel is slipping the computer applies the brakes to that wheel. A significant difference between the limited slip differential systems listed above and this brake based system is the brake based systems do not inherently send the greater torque to the slower wheel. BMW's Electronic Limited Slip Differential used on the 2012 535i is an example of such a system. SAAB XWD (Haldex Generation 4) with eLSD is another example that uses electrically controlled brakes and differentials to distribute torque.

Describe 1.5 way,1 way and 2 way limited slip differential. Broadly speaking, there are three input torque states: load, no load, and over run. During load conditions, as previously stated, the coupling is proportional to the input torque. With no load, the coupling is reduced to the static coupling. The behavior on over run (particularly sudden throttle release) determines whether the LSD is 1 way, 1.5 way, or 2 way. A 2-way differential will have the same limiting torque Trq d in both the forward and reverse directions. This means the differential will provide some level of limiting under engine braking. A 1-way differential will provide its limiting action in only one direction. When torque is applied in the opposite direction it behaves like an open differential. In the case of a FWD car it is argued to be safer than a 2-way differential. The argument is if there is no additional coupling on over run, ie a 1-way LSD as soon as the driver lifts the throttle, the LSD unlocks and behaves somewhat like a conventional open differential. This is also the best for FWD cars, as it allows the car to turn in on throttle release, instead of ploughing forward. A 1.5-way differential refers to one where the forward and reverse limiting torques, Trq d_fwd, d_rev , are different but neither is zero as in the case of the 1-way LSD. This type of differential is common in racing cars where a strong limiting torque can aid stability under engine braking.

Describe and collect information on servicing of differential. Differentials in a properly operated vehicle seldom cause any maintenance problems. By maintaining the proper lubrication level and occasionally changing a seal or gasket, the assembly will normally last as long as the vehicle. The first hint of existing trouble is generally an unusual noise in the axle housing. To diagnose the trouble properly, you must determine the source of the noise and under what operating conditions the noise is most pronounced. Defective universal joints, rough wheel bearings, or tire noises may be improperly diagnosed by an inexperienced mechanic as differential trouble. Some clue may be gained as to the cause of trouble by noting whether the noise is a growl, hum, or knock; whether it is heard when the vehicle is operating on a straight road, or on turns only; and whether the noise is most noticeable when the engine is driving the vehicle or when it is coasting with the vehicle driving the engine A humming noise in the differential generally means the ring gear or pinion needs an adjustment. An improperly adjusted ring gear or pinion prevents normal tooth contact between the gears and therefore produces rapid tooth wear. If the trouble is not corrected immediately, the humming noise will gradually take on a growling sound, and the ring and pinion will probably have to be replaced. It is very easy to mistake tire noise for differential noise. Tire noise will vary according to the type of pavement the vehicle is being operated on, while differential noise will not. To confirm a doubt as to whether the noise is caused by tire or differential, drive the vehicle over various pavement surfaces. If the noise is present in the differential only when the vehicle is rounding a comer, the trouble is likely to be in the differential case. If the backlash (clearance) between the ring and pinion is too great, a CLUNKING sound is produced by the gears. For example, when an automatic transmission is shifted into drive, the abrupt rotation of the drive shaft can bring the gears together with a loud thump. The ring and pinion gears can become worn, scored, out of adjustment, or damaged. The problems can result from prolonged service, fatigue, and from lack of lubricant. You need to inspect the differential to determine whether adjustment or part replacement is required. A differential identification (ID) number is provided to show the exact type of differential for ordering parts and looking up specifications. The number may be on a tag under one of the carrier or inspection cover bolts; it also may be stamped on the housing or carrier. Use the ID number to find the axle type, axle ratio, make of the unit, and other information located in the service manual. Differential Lubricant Service Many vehicle manufacturers recommend that the differential fluid be checked and replaced at specific intervals. To check the fluid level in a differential, remove the filler plug, which is located either in the front or rear of the assembly. The lubricant should be even with the fill hole when hot and slightly below the hole when cold. When the manufacturer recommends that the differential fluid be replaced, remove the drain plug located on the bottom of the differential housing. Some differentials require the removal of the inspection cover to drain the lubricant. With all the fluid drained, replace the drain plug or inspection cover and refill with the proper lubricant. NOTE: Always install the correct

type of differential lubricant. Limited slip differentials often require a special type of lubricant for the friction clutches.