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Powertrains

The Goal of a Transmission


The transmission allows the gear ratio between
the engine and the drive wheels to change as
the car speeds up and slows down
Components
Clutch/manual transmission
or
torque converter/automatic transmission;
and
differential,
driveshaft.
transmission is connected to the engine
through the clutch. The input shaft of the
transmission therefore turns at the same
rpm as the engine
General information: gears
Purposes
Gear reduction
Overdrive
Directional change
Gear ratio: output
radius/input radius
Helical gear
How Clutches Work
Clutch
Purpose: connect or
disconnect two shafts
Pressing pedal pushes spring;
pulls plate away from flywheel
Releasing pedal allows spring
to contact flywheel
Friction wear
http://www.autoparts-
online.co.uk/images/feb01/cl
utch.jpg
Animated basic
Clutches
Automobile Clutch
flywheel is connected to the engine, and
the clutch plate is connected to the
transmission
the springs push the pressure plate
against the clutch disc, which in turn
presses against the flywheel.
This locks the engine to the transmission
input shaft, causing them to spin at the
same speed.
Clutches explode
Clutches engage
What Can Go Wrong?
friction material on the disc wears out
similar to the friction material on the pads
of brake
When most or all of the friction material is
gone, the clutch will start to slip
wears while the clutch disc and the flywheel
are spinning at different speeds
Clutches wear
Other Clutches in Your Garage
automatic transmission contains several
clutches, used to engage and disengage
sets of planetary gears
air conditioning compressor has a
magnetic clutch, allows compressor to shut
off even while the engine is running
Compressor
Manual Transmission
Manual transmission
Purpose: optimize engine speed with varying
wheel speed
Ratios (ex.): 2.3:1, 1.6:1, 1.2:1, 1:1, 0.9:1
Parts
Input shaft
Layshaft
Gears (incl. idler)
Output shaft
Dog collars
Synchronizers
Manual transmission efficiency
Range: 87 to 99% overall
Factors
Time in each gear
Speed and torque values in each gear
City vs. highway
Fluid type
Mounting angle
Duty cycles
% efficiency = (input speed * input torque *
100)/(output speed * output torque)
Improvements
five-speed transmission applies one of five different
gear ratios to the input shaft to produce a different
rpm value at the output shaft
Gear Ratio
RPM at Transmission Output Shaft
with Engine at 3,000 rpm
1st 2.315:1 1,295
2nd 1.568:1 1,913
3rd 1.195:1 2,510
4th 1.000:1 3,000
5th 0.915:1 3,278
Very Simple Transmission
First Gear
five-speed manual transmission
Reverse gear is handled by a small
idler gear
Synchronizers
to allow collar and
gear to make frictional
contact before the dog
teeth make contact.
collar and gear
synchronize their
speeds before the
teeth need to engage
way to let the engine turn while the wheels and
gears in the transmission come to a stop
Manual transmission engine connected to
transmission by clutch
automatic transmission - have no clutch,
Instead, use torque converter

Torque converter
Purpose: allow engine to run with trans. stopped
Fluid coupling
Parts:
Pump
Fluid
Turbine
Stator
Slippage: 2-8% power loss
Lock-up torque converters
fluid coupling, -- allows the engine to spin
somewhat independently of transmission
slow turning or idling, engine torque passed
through torque converter is very small
step on padal, the engine speeds up and
pumps more fluid into the torque converter,
-- more torque transmit to wheel
Inside a Torque Converter
- Pump - Stator
- Turbine - Transmission fluid
fins - make up the pump of the torque converter are
attached to the housing
pump inside a torque converter is a type of
centrifugal pump
As it spins, fluid is flung to the outside
a vacuum is created that draws more fluid in at
the center
pump section of the torque converter
is attached to the housing
fluid then enters the blades of the turbine,
which is connected to the transmission
turbine causes the transmission to spin
blades of the turbine are curved - fluid,
which enters the turbine from the outside,
has to change direction before it exits the
center of the turbine
directional change that causes the
turbine to spin
turbine: the spline in the middle -
connects to the transmission
to change the direction of a moving object,
you must apply a force to that object
whatever applies the force that causes the
object to turn must also feel that force, but
in the opposite direction
as the turbine causes the fluid to change
direction, the fluid causes the turbine to
spin
fluid exits the turbine moving opposite the
direction that the pump (and engine) are
turning
If the fluid were allowed to hit the pump, it
would slow the engine down, wasting
power. This is why a torque converter has a
stator
stator sends the fluid returning from the
turbine to the pump. This improves the
efficiency of the torque converter
stator resides in the very center of the torque
converter. Its job is to redirect the fluid
returning from the turbine before it hits the
pump again
stator has a very aggressive blade design that
almost completely reverses the direction of the
fluid
one-way clutch (inside the stator) connects the
stator to a fixed shaft in the transmission
the stator cannot spin with the fluid -- it can spin
only in the opposite direction, forcing the fluid to
change direction as it hits the stator blades
when the car gets moving. There is a point,
around 40 mph (64 kph), at which both the
pump and the turbine are spinning at
almost the same speed
the fluid returns from the turbine, entering
the pump already moving in the same
direction as the pump, so the stator is not
needed
allow the engine to operate in its narrow
range of speeds while providing a wide range
of output speeds
Automatic transmission [1]
Purpose: to keep engine
within optimal rpm
Planetary gearsets
Components:
Ring
Sun
Planet carrier
Ratios created through combinations:
Reduction: sun input, planet carrier output, ring stationary
Overdrive: planet carrier input, ring output, sun stationary
Reverse: sun input, ring output, planet carrier stationary
key difference between a manual
and an automatic transmission
manual transmission locks and unlocks
different sets of gears to the output shaft to
achieve the various gear ratios
automatic transmission, the same set of
gears produces all of the different gear
ratios
planetary gearset is the device that makes
this possible in an automatic transmission
Automatic transmission [2]
Compound planetary gearset
One ring gear, two suns, two sets of planets
Second gear
Input 1: small sun; stationary 1: large sun (functioning
as ring); output 1: planet carrier
Ratio 1: 1 + R/S, ex. 1 + 36/30 = 2.2:1
Input 2: planet carrier; stationary 2: large sun; output
2: ring
Ratio 2: 1/(1 + S/R), ex. 1/(1 + 36/72) = 0.67:1
Combined ratio: Ratio 1 * Ratio 2, ex. 1.47:1
Planetary Gearsets
planetary gearset
set of bands lock parts of a gearset
set of three wet-plate clutches lock other
parts of the gearset
hydraulic system controls the clutches and
bands
large gear pump to move transmission fluid
around
Planetary Gearsets
Planetary Gearsets & Gear Ratios
Each of these three components can be the
input, the output or can be held stationary
ring gear with 72 teeth and a sun gear with 30 teeth. We can
get lots of different gear ratios out of this gearset

Input Output Stationary Calculation
Gear
Ratio
A Sun (S)
Planet
Carrier
(C) Ring (R) 1 + R/S 3.4:1
B
Planet
Carrier
(C) Ring (R) Sun (S) 1 / (1 + S/R) 0.71:1
C Sun (S) Ring (R)
Planet Carrier
(C) -R/S -2.4:1
Animated
Gears
one gear set can produce different gear
ratios without having to engage or
disengage any other gears
two gearsets can get the four forward gears
and one reverse gear for transmission needs
compound planetary gearset

one ring gear always be the output of the
transmission, but 2 sun gears and 2sets of planets
Planet carrier: Note the two sets of
planets
Inside the planet carrier: Note
the two sets of planets
First Gear
smaller sun gear is driven clockwise by the turbine
in the torque converter
planet carrier spin ccw, but is held still by the one-
way clutch (only allows cw)
ring gear turns the output

Ratio = -R/S = - 72/30 = -2.4:1

first planet set engages the second set -- turns the
ring gear; this combination reverses the direction
First Gear
Second Gear
two planetary gearsets connected to each other
with a common planet carrier
first stage of the planet carrier actually uses the
larger sun gear as the ring gear
consists of the sun (the smaller sun gear), the
planet carrier, and the ring (the larger sun gear).
input is the small sun gear; the ring gear (large
sun gear) is held stationary by the band, and the
output is the planet carrier

1 + R/S = 1 + 36/30 = 2.2:1
Second Gear
second stage, the planet carrier acts as the
input for the second planetary gear set, the
larger sun gear (which is held stationary)
acts as the sun, and the ring gear acts as
the output

1 / (1 + S/R) = 1 / (1 + 36/72) = 0.67:1
overall reduction for second gear = 2.2 x
0.67, = 1.47:1 reduction
Second Gear
Third Gear
automatic transmissions 1:1 ratio in third
gear
lock together any two of the three parts of
the planetary gear
engage the clutches that lock each of the
sun gears to the turbine
Third Gear
OverDrive
lockup torque converters - the output of the
engine goes straight to the transmission
shaft (attached to the housing of the torque
converter) is connected by clutch to the planet
carrier
small sun gear freewheels, and the larger sun gear
is held by the overdrive band
Ratio = 1 / (1 + S/R) = 1 / ( 1 + 36/72) = 0.67:1
OverDrive
Reverse
similar to first gear,
But bigger sun gear being driven by the
torque converter turbine,
small one freewheels in the opposite
direction
planet carrier is held by the reverse band to
the housing
Ratio = -R/S = 72/36 = 2.0:1
Reverse
Gear Ratios
Gear Input Output Fixed
Gear
Ratio
1st 30-tooth sun
72-tooth
ring Planet carrier 2.4:1
2nd
30-tooth sun
Planet
carrier 36-tooth ring 2.2:1
Planet carrier
72-tooth
ring 36-tooth sun 0.67:1

Total 2nd 1.47:1
3rd
30- and 36-
tooth suns
72-tooth
ring

1.0:1
OD Planet carrier
72-tooth
ring 36-tooth sun 0.67:1
Reverse 36-tooth sun
72-tooth
ring Planet carrier -2.0:1
Automatic transmission [3]
Shifting
Hydraulic circuits control bands and clutches
Fluid pressure from two directions controls
valve operation:
Gear pump (spinning at engine rpm)
Governor, spinning with trans. output; spring-loaded
valve to permit more fluid with increasing speed
ex., accelerating quickly: gear pump pressure high
relative to governor pressure delayed shift
Clutches and Bands
how each of the gear ratios is created by the
transmission
overdrive - shaft that attached to the housing of
the torque converter is connected by clutch to the
planet carrier. The small sun gear freewheels, and
the larger sun gear is held by the overdrive band.
Nothing is connected to the turbine; the only input
comes from the converter housing
lots of things have to be connected and
disconnected by clutches and bands
planet carrier gets connected to the torque
converter housing by a clutch
small sun gets disconnected from the
turbine by a clutch so that it can freewheel
big sun gear is held to the housing by a
band so that it could not rotate
Bands
The bands in a transmission are steel bands
that wrap around sections of the gear train and
connect to the housing.
They are actuated by hydraulic cylinders inside
the case of the transmission
the bands in the housing of the transmission by
removed gear train. The metal rod is connected to
the piston, which actuates the band
two pistons that actuate the bands. Hydraulic
pressure, routed into the cylinder by a set of
valves, causes the pistons to push on the bands,
locking that part of the gear train to the housing
Clutches
there are four clutches. Each clutch is actuated by
pressurized hydraulic fluid that enters a piston inside
the clutch. Springs make sure that the clutch releases
when the pressure is reduced
Clutches
layers of clutch friction material and steel plates.
The friction material is splined on the inside,
where it locks to one of the gears. The steel plate
is splined on the outside, where it locks to the
clutch housing
When You Put the Car in Park
output of the transmission: The square notches
are engaged by the parking-brake mechanism to
hold the car still
parking-brake mechanism engages the teeth on
the output to hold the car still. This is the section
of the transmission that hooks up to the drive
shaft -- so if this part can't spin, the car can't
move
parking mechanism protruding into the housing where the
gears are located. Notice that it has tapered sides. This helps
to disengage the parking brake when you are parked on a hill
This rod is connected to a cable that is operated by
the shift lever in your car
the rod pushes the spring against the small tapered bushing.
If the park mechanism is lined up so that it can drop into one
of the notches in the output gear section, the tapered
bushing will push the mechanism down
Hydraulic System
The Pump
located in the cover of the transmission. It draws fluid from a
sump in the bottom of the transmission and feeds it to the
hydraulic system. It also feeds the transmission cooler and
the torque converter.
The Governor
clever valve that tells the transmission how
fast the car is going. It is connected to the
output, so the faster the car moves, the
faster the governor spins
Inside the governor is a spring-loaded valve
that opens in proportion to how fast the
governor is spinning
faster the car goes, the more the governor valve opens and
the higher the pressure of the fluid it lets through
Valves and Modulators
Throttle Valve or Modulator

To shift properly, the automatic transmission has to know
how hard the engine is working.

throttle valve linkage in the transmission. The further the
gas pedal is pressed, the more pressure is put on the
throttle valve.
vacuum modulator to apply pressure to the throttle
valve. The modulator senses the manifold pressure, which
drops when the engine is under a greater load
Manual Valve
what the shift lever hooks up to.
Depending on which gear is selected, the
manual valve feeds hydraulic circuits that
inhibit certain gears.
For instance, if the shift lever is in third
gear, it feeds a circuit that prevents
overdrive from engaging
Shift Valves
supply hydraulic pressure to the clutches
and bands to engage each gear.
The valve body of the transmission contains
several shift valves. The shift valve
determines when to shift from one gear to
the next
The shift valve is pressurized with fluid from
the governor on one side, and the throttle
valve on the other
speed increases - pressure from governor
forces shift valve over until the first gear
circuit is closed, and the second gear
circuit opens.
Since the car is accelerating at light
throttle, the throttle valve does not apply
much pressure against the shift valve
accelerates quickly - throttle valve applies
more pressure against the shift valve -
pressure from the governor has to be
higher before the shift valve moves over
far enough to engage second gear
How Differentials Work
To aim the engine power at the wheels
To act as the final gear reduction in the
vehicle
slowing the rotational speed of the
transmission one final time before it hits the
wheels
To transmit the power to the wheels while
allowing them to rotate at different speeds
Differential [1]
Directs power from
trans. to wheels
Allows differences in
wheel speed
Open differential
Trans. output input pinion ring gear cage
w/ pinion gears side gears (two)
Turning: pinion gears rotate; one side gear spins
faster
Why You Need a Differential
Car wheels spin at different speeds
For the non-driven wheels -- spin
independently
If no have a differential, the wheels be
locked and forced to spin at the same
speed, one tire would have to slip when
turning
differential is a device that splits the engine torque two
ways, allowing each output to spin at a different speed
all-wheel-drive (full-time four-wheel-drive) vehicles. These
all-wheel-drive vehicles need a differential between each
set of drive wheels
Spinning at Different Speeds
Characteristic
input pinion is a smaller gear than the ring
gear; -- last gear reduction in the car.
rear axle ratio or final drive ratio -- gear
ratio in the differential or final drive ratio
about 4.10
always applies the same amount of
torque to each wheel
In dry conditions, -- most traction, torque
applied to the wheels is limited by the
engine and gearing;
in a low traction situation, -- driving on
ice, torque is limited to amount that will
not cause a wheel to slip
A car may be produce more torque --
needs to be enough traction to transmit
that torque to the ground
Differential [2]
Problems with open differential
Same torque to each wheel
Low-traction situations
Solutions
Clutch-type limited slip differential
Viscous coupling
Locking differential
Torque-sensing (Torsen) differential
open differential -- same torque to both wheels. -
If one of front and one of back tires comes off the
ground, they will just spin helplessly in the air
limited slip differential (LSD), -- positraction
- use various mechanisms to allow normal
differential action when going around turns.
When a wheel slips, they allow more torque to be
transferred to the non-slipping wheel
Clutch-Type Limited Slip
same components as an open differential, -- adds
a spring pack and a set of clutches.
cone clutch like the synchronizers in a manual
transmission
clutches step while one wheel spin faster than
the other, as in a turn.
The clutches want both wheels to go the same
speed. If one wheel wants to spin faster than the
other, it must first overpower the clutch
Viscous Coupling
used to link the back wheels to the front wheels
when one set of wheels starts to slip, torque will be
transferred to the other set
2 sets of plates inside a sealed housing filled with a thick
fluid
One set of plates connect to each output shaft. Under
normal conditions, both sets of plates and the viscous fluid
spin at the same speed
When one set of wheels tries to spin faster (slipping) -- the
set of plates spins faster than the other.
The viscous fluid, (stuck between the plates) catch up with
the faster disks, dragging the slower disks along
Locking and Torsen
locking differential -
adds an electric,
pneumatic or hydraulic
mechanism to lock the
two output pinions
together
Torsen differential -- purely mechanical
device; no electronics, clutches or viscous fluids
Torsen (Torque Sensing) works as an open
differential when same torque going on wheel
one wheel starts to lose traction, the difference
in torque causes the gears in the Torsen
differential to bind together
Torsen is superior to the viscous coupling
because it transfers torque to the stable wheels
before the actual slipping occurs
Driveshafts
Connect wheels to differential
Axle connections (CV joints):
Allow vertical motion (suspension)
Allow wheels to turn
Torque steer
http://www.autosite.com/garage/subsys/05-04f.asp
continuously variable
transmission (CVT)
Ideally, the
transmission would
be so flexible in its
ratios that the
engine could always
run at its single,
best-performance
rpm value.

New technology: CVTs
Continuously variable transmissions
Vary gear ratio engine always at best rpm
Reduced fuel consumption, better performance
Popular types: friction, hydrostatic, ratcheting
Frictional CVTs
Small radius: low torque, high speed
Large radius: high torque, low speed
Differential slip
T
max
= u
k
F
N
R
continuously variable
transmission (CVT)
A CVT has a
nearly infinite
range of gear
ratios
continuously variable
transmission (CVT)
Advantages of CVTs
Feature Benefit
Constant, stepless acceleration
from a complete stop to cruising
speed
Eliminates "shift shock" -- makes for
a smoother ride
Works to keep the car in its
optimum power range regardless of
how fast the car is traveling Improved fuel efficiency
Responds better to changing
conditions, such as changes in
throttle and speed
Eliminates gear hunting as a car
decelerates, especially going up a
hill
Less power loss in a CVT than a
typical automatic transmission Better acceleration
Better control of a gasoline engine's
speed range Better control over emissions
Can incorporate automated
versions of mechanical clutches
Replace inefficient fluid torque
converters
Torodial CVT

Hydrostatic CVTs

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