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