AT6501 Uw
AT6501 Uw
AT6501 Uw
UNIT I
TRANSMISSION SYSTEM
angular velocity.
4. It must reduce the drive-line speed from that of the engine to that of
the driving wheels in a ratio of somewhere between about 3:1 and 10:1
or more, according to the relative size of engine and weight of vehicle.
7. Provide for relative movement between the engine and driving wheels.
CLUTCH
clutch is to disconnect the engine from the driven wheels when a vehicle is
changing gears or being started from rest.
Disengaging the clutch separates the flywheel, the clutch plate and the
pressure plate from each other. The flywheel is bolted to the end of the
crankshaft and rotates with it. The clutch plate is splined to the gearbox in
order for both to rotate together and the pressure plate clamps the clutch
plate to the flywheel. When the pressure is released by depressing the clutch
pedal, the crankshaft and gearbox input shaft rotate independently. When
the foot is taken off they rotate as one.
REQUIREMENTS OF A CLUTCH
pressed against the first disc which is connect to the power drill, as the
pressure increases the two discs revolve as one. This is how a friction clutch
works.
TYPES OF CLUTCHES
CONSTRUCTION
lugs extend rearwards from periphery of pressure plate both to rotate the
pressure plate and to cause it to rotate with the rest of the assembly. The
driven plate of course is splined onto the shaft.
There are three release levers pressing the coil springs at the outer
end. The inner ends of the levers can be forced forward by means of thrust
bearing made of graphite and slide along the clutch shaft when clutch pedal
is depressed. The driven plate mounted between flywheel and pressure plate
makes the clutch shaft to rotate to transmit power. It has the clutch facing
made of friction materials around the periphery of disc.
WORKING
When the clutch is engaged, the clutch plate is gripped between the
flywheel and pressure plate. The friction linings are on both sides of clutch
plate. Due to friction between flywheel, clutch plate and pressure plate, the
clutch plate revolves with the flywheel. As clutch plate revolves the clutch
shaft also revolves. Thus, engine power is transmitted to the clutch shaft.
When the clutch pedal is pressed the pressure plate moves back
against the spring force and clutch plate becomes free between flywheel and
pressure plate. Thus flywheel remains rotating as long as the clutch pedal is
pressed, the clutch is said to be disengaged and clutch shaft speed reduces
slowly and finally it stops rotating.
DIAPHRAGM SPRING SINGLE PLATE CLUTCH
is slit into numerous fingers that act as release levers. During disengagement
of the clutch the fingers are moved forward by the release bearing.
The spring pivots over the fulcrum ring and its outer rim moves away
from the flywheel. The retracting spring pulls the pressure plate away from
the clutch plate thus disengaging the clutch. When engaged the release
bearing and the fingers of the diaphragm spring move towards the
transmission. As the diaphragm pivots over the pivot ring its outer rim forces
the pressure plate against the clutch disc so that the clutch plate is engaged
to the flywheel.
ADVANTAGES OF DIAPHRAGM SPRING CLUTCH
7. This is very commonly used in cars, light Lorries and mini trucks but
is not much used in heavy vehicles
MULTIPLATE CLUTCH
transmit torque, the size remaining fixed. Alternatively, the overall diameter
of the clutch is reduced for the same torque transmission as a single plate
clutch. This type of clutch is, used in some heavy transport vehicles, in
inner drum is thus pressed to left being provided with a flange it squeezes
the inner and outer plates together so that friction between them transmits
driving torque from outer to inner drum.
Multi plate clutches are also made to work dry, without any oil. The
driving plates are then lined on each side with a friction fabric. In such
clutches, the driving plates are sometimes carried on a number of studs
screwed into the web of flywheel in the same way as the outer plate of a
Single Plate Clutch is carried. This construction is inconvenient when oil is
used. Several small springs can be used instead of a single spring.
AUTOMATIC CLUTCH
Many attempts have been made to produce motor vehicles that can be
controlled by the accelerator pedal and brakes only. This can be done in
several ways. A centrifugal clutch which automatically disengages itself
when the speed falls below and which re-engages when the speed rises above
some predetermined values may be used. Alternatively, a fluid coupling, fluid
torque converter may be employed.
CEN TRIFUGAL CLUTCH
In this type of clutches the springs are eliminated altogether and only
the centrifugal force is used to apply the required pressure for keeping the
clutch in engagement position.
engine. Similarly while starting, the driver can first select the gear, put the
car into the gear and simply press the accelerator pedal. This makes the
driving operation very easy.
Figure shows a schematic diagram of a centrifugal clutch. As the speed
increases, the weight A fly off, thereby operating the bell crank lever B that
centrifugal force.
alternately arranged at equal spaces on the pressure plate. At low speeds the
springs keep the clutch engaged and the weighted levers do not have any
pressure on pressure plate. At high speeds when power transmission is high,
weights fly off and the levers also exert pressure on plate, keeping the clutch
firmly engaged.
When the speed decreases the weights do not exert any pressure on the
pressure plate. Only spring pressure is exerted on pressure plate which keeps
the clutch engaged. An adjusting screw is provided at the end of the lever by
means of which the centrifugal force on pressure plate can be adjusted. At
low speeds pressure on the spring is sufficient to transmit the torque
required.
increases. At low speeds spring along applies the force on the pressure plate.
But when speed of the engine raises the centrifugal force also applied by the
weights.
TORQUE CAPACITY OF A SINGLE PLATE CLUTCH
Assume the clutch has a single disc and it may be coil spring clutch or
diaphragm spring clutch.
µ = coefficient of friction,
mech
= coefficient of mechanical efficiency ( mech
value = 0.85)
Consider a small element at radius „r‟ and of thickness „dr‟.
= 2 µp [r 3 / 3 ] Kgf-cm
= 2 µp [D O3_
DI3 / 8x3 ] Kgf-cm
Torque transmitted
By both friction surfaces = 2x2 µ p [ D O3_
D I3 / 8x3 ] Kgf-cm
= /6 µ p [ D O3_
D I3 ] Kgf-cm -----2
/2 ( Do 2 – Di 2 ) µ p R m = /6 µ p [ D O3_
DI3 ]
R m
= 1 / 3 [[ D O3_
DI3 / Do 2 – Di 2 ]
Torque transmitted
By both friction surfaces = /2 µ p mech
Rm ( Do 2 – Di 2 ) Kgf-cm
= /6 µ p mech
[ D O3_ DI3 ] Kgf-cm
Torque capacity of clutch T = /600 µ p mech
[ D O3_ DI3 ] Kgf-m
In passenger cars, pedal eff ort should be in the range of 10-12 kgf and
in commercial vehicles the range should be 20-24 kgf.
Let
E1 be energy required to compress the clutch for disengagement
CLUTCH GRAB
Grab is the sudden jerky motion of the vehicle when clutch pedal is
released.
CLUTCH CLATTER
CLUTCH DRAG
A problem in which the clutch disc does not come to a complete stop
CUSHION SPRINGS
The clutch clatter is avoided by providing cushion spring between
friction facings. Cushioning device consists of waved cushion springs to which
the facings are riveted. These springs compress slightly as the clutch engages
producing a cushioning effect.
DAMPER SPRINGS
Torsional vibration damper hub is provided in steel disc to prevent the
torsional vibration of the engine from being transmitted through clutch which
would result in gear and driveline noises. Coil springs are generally used to
provide torque build up as hub is rotated with respect to the clutch plate. The
pressure of the coil spring is designed to produce a counter torque as high as
FRICTION MATERIALS
MOULDED TYPE
This type of lining is composed of asbestos fibers in their natural state
mixed with a bonding material and then moulded in dies under pressure and
Coil spring Spring steel Bolts to fasten flywheel and cover plate Steel
Pressure plate Cast iron Rivets on cushion spring Brass
Friction facing Asbestos base Damper spring retainer plate Mild steel
Rivets on facing Aluminum brass Cushion spring Mild steel
PROBLEMS ON CLUTCH D ESIGN
C = pr = Constant = ____W____
2 (r 2
-r 1 )
Where,
r1 and r 2
= internal and external radii of contact surface in m
n = No. of contact surfaces
n = n 1 + n 2 –1
n1 and n 2
are no. of driving plates and no. of driven plates respectively
1. A motorcar engine develops 5.9 b.k W at 2100rpm. Find the suitable size
(ii) Slip torque and losses due to wear etc. is35% of engine torque.
(iv) Inside diameter of the friction plate is 0.55 times the outside diameter.
T=P w
x 60000 = 60000 x 5.9 = 26.84 N-m
2N 2 x 2100
We, have
T = 2 µC (r 22
-r 12 )
r1 = 49.5 mm r 2
= 90 mm
Hence,
Inside diameter = 99 mm
Outside diameter = 180 mm
NECESSITY OF GEAR BOX IN AN AUTOMOBILE
Usually this gear boxes are used in motor cycles. In this gear boxes the
gears pass through the intervening speeds while shifting from one speed to
another. There is a neutral position between two positions. These gear boxes
are a combination of sliding and constant mesh gear boxes. The various gear
speeds are obtained by sliding the dog clutch or gear to the required position.
with carrier. In order to obtain different speeds any one of these three units
can be held from rotation by means of brake bands.
3. The other lay shaft gears are also rigidly fixed with it.
4. Two gears are mounted on the main shaft and can be sliding by shifter
yoke when shifter is operated.
5. One gear is second speed gear and the other is the first and reverse
speed gears. All gears used are spur gears.
6. A reverse idler gear is mounted on another shaft and always remains
FIRST GEAR
By operating gear shaft lever, the smaller gear on the main shaft is
made to slide and mesh with second gear of counter shaft. A gear reduction of
approximately 2:1 is obtained.
TOP GEAR
By operating gearshift lever, the combined second speed gear and top
speed gear is forced axially against clutch shaft gear. External teeth on clutch
gear mesh with internal teeth on top gear and the gear ratio is 1:1.
REVERSE GEAR
with reverse idler gear. The reverse idler gear is always on the mesh with
counter shaft reverse gear. Interposing the idler gear, between reverse and
main shaft gear, the main shaft turns in a direction opposite to clutch shaft.
NEUTRAL GEAR
When engine is running and the clutch is engaged, clutch shaft gear
drives the drive gear of the lay shaft and thus lay shaft also rotates. But the
main shaft remains stationary as no gears in main shaft are engaged with lay
shaft gears.
CONSTANT MESH GEARBOX
In this type of gearbox, all the gears of the main shaft are in constant
mesh with corresponding gears of the countershaft. The gears on the main
shaft which are bushed are free to rotate. The dog clutches are provided on
main shaft. The gears on the lay shaft are, however, fixed.
When the left Dog clutch is slid to the left by means of the selector
mechanism, its teeth are engaged with those on the clutch gear and we get
the direct gear. The same dog clutch, however, when slid to right makes
contact with the second gear and second gear is obtained.
Similarly movement of the right dog clutch to the left results in low
gear and towards right in reverse gear. Usually the helical gears are used in
SYNCHRONIZERS
This type of gearbox is similar to the constant mesh type in that all the
gears on the main shaft are in constant mesh with the corresponding gears
on the lay shaft. The gears on the lay shaft are fixed to it while those on the
main shaft are free to rotate on the same. Its working is also similar to the
constant mesh type, but in the f ormer there is one definite improvement over
the latter. This is the provision of synchromesh device which avoids the
necessity of double-declutching. The parts that ultimately are to be engaged
are first brought into frictional contact, which equalizes their speed, after
which these may be engaged smoothly.
Figure shows the construction and working of a synchromesh gearbox.
In most of the cars, however, the synchromesh devices are not fitted to all the
gears as is shown in this figure. They are fitted only on the high gears and on
the low and reverse gears ordinary dog clutches are only provided. This is
done to reduce the cost.
and K2 are dogteeth on B and D respectively and these also fit onto the teeth
of G1 and G2. S1 and S2 are the forks. T1 and T2 are the balls supported by
spring. These tend to prevent the sliding of members G1 (G2) on F1 (F2).
However when the force applied on G1 (G2) slides over F1 (F2). These are
hence member F1 (through spring- loaded balls) is slid towards left till cones
M1 and M2 rub and friction makes their speed equal. Further pushing the
member G1 to left causes it to overdrive the balls and get engaged with dogs
K1. Now the drive to the main shaft is direct from B via F1 and the splines.
Similarly for second gear the members F1 and G1 are slid to the right
so that finally the internal teeth on G1 are engaged with L1. Then the drive
to main shaft will be from B via U1, U2, C, F1 and splines. For first gear, G2
and F2 are moved towards left. The drive will be from B via U1, U2, D, F2
and splines to the main shaft. For reverse gear, G2 and F2 are slid towards
right. In this case the drive will be from B via U1, U2, U5, E, F2 and splines
the gear synchronizes their speeds before the teeth need to engage, like this:
The cone on the blue gear fits into the cone-shaped area in the collar, and
friction between the cone and the collar synchronize the collar and the gear.
The outer portion of the collar then slides so that the dog teeth can engage
the gear.
DETERMINATION OF GEAR RATIOS
From one point of view, the ideal type of transmission is the so called
indefinitely variable gear, in which torque ratio can be varied continuously
within wide limits, because it permits of operating the engine at all times
under optimum conditions with respect to both fuel consumption and wear
between highest and lowest gear ratios. The larger the ratio between
corresponding gear ratios, the more difficult it is to make the change from
one gear to another, it must be done by either shifting gears into mesh
laterally or securing a gear to its shaft by means of a jaw clutch. A ratio of 2:1
is about the limit and is frequently used in trucks although a ratio of 1.5:1 is
considered better from a standpoint of ease shifting.
Formerly a ratio of 1:8 was used in passenger cars and high speed was
a direct drive with a ratio of 1:1, the intermediate speed a reduction gear
with a1:8 ratio and the low speed a reduction gear with a ratio of (1.8 x 1.8): 1
or 3.24:1. When gear ratios are arranged in such an order they form a
geometrical series which offers certain advantages from the standpoint of
operation. In most automotive transmission the ratios of the different gears
come fairly close to forming a geometric series. A slight deviation from the
series is made at high speed end. There are certain limitations on the number
of gear tee th which can be provided, and it is therefore not always possible to
obtain an exact geometrical series of ratios, even if that should be desired.
GEAR RATIO CALCULATION FOR SMALL CARS
R t = Ra + R r + R g
Where
V = vehicle speed in kmph
t = transmission efficiency
R t = total resistance in N
In top gear R g =0 R t = R a +R r
R t = Ra + R r + R g
T e = 4500 * P / 2 N
T e = Engine torque
From this G 1
can be calculated.
INTERMEDIATE GEAR RATIOS
Equate 1 and 2 x (N 1 /G 1 ) = x (N 2 /G 2 )
G 2
=(N 2
/N 1
)G 1
Substitute G 2 value in G 3
G 3 =(N 2 /N 1 )2G 2
Similarly
G 4 =(N 2 /N 1 )3G 1
Practically the gear shifting operation from top to next is frequent one.
Hence this shifting operation should be smoother. In order to achieve the
easier operation the step between these two gears is reduced.
ADVANTAGES OF GEOMETRICAL SERIES
engine speed 2400 rpm. It is indicated by the first slope line. For further
acceleration the driver shifts to second gear which reduces the engine speed
proportional to 1.88:1 if the engine is directly coupled to drive wheels, but
since the clutch is allowed to slip for some time, The vehicle accelerates in
second gear with the clutch slipping, and by the time the drive has become
positive, it will move ahead at higher speed. It is indicated by the dotted
lines, connecting the first gear and the second gear acceleration lines.
In second gear, the truck is allowed to accelerate until engine reaches
2400 rpm. Then the gear is shifted to third and again the vehicle is brought
speeds are injurious, and it is also advisable not to slow the engine down too
much, as at very low speeds it operates jerkily, which also is injurious. If the
engine is accelerated through the same speed range in each gear, the
conditions would seem to be the best, except f or one fact-that the torque load
is greater in high gear than in any of the lower ones, and the engine is more
likely to be rough in high gear if its speed is reduced too much.
one gear to another is easier to make the smaller the step between the two
gear ratios, and in traffic driving the change from high gear into the next and
back again had to be made quite frequently than any other.
PERFORMANCE CHARACTERISTICS
The above graph gives the relation between car speed and total
resistance, tractive effort at the different gear ratios and different gradients.
From the figure, the curves A to F are curves of total resistance for a road
with uniform surface but of varying gradient, curve A being level and the
curve F the steepest gradient. Curves RS, TU, VW are curves of tractive
effort for three different types of gear ratios.
available is only MH. Thus excessive resistance MN will reduce speed of the
vehicle to the point I where tractive effort is equal to the resistance.
speed, since tractive effort at III gear lies everywhere below resistance curve.
In such cases, the gear has to be shifted to second and the speed can be
maintained at the point G.
P v = RV kw
3600
Where
V = speed of the vehicle in km / hr
t
= transmission or drive line ef ficiency
R = total resistance in N
Ra = air resistance in N
Rr = rolling resistance in N
Rg = grade resistance in N
R = (R a +R r ) when vehicle moves along a level road.
P req = P v = RV KW
t
3600 t
Air resistance
Ra = K a AV2
Where
Rolling resistance
R r
= KW
Grade resistance
R g
= Wsin
The force available at the contact between the rear wheel tyres and
road is known as tractive effort. The ability of the rear wheels to transmit
this effort without slipping is known as traction. Hence usable tractive effort
will never exceed traction.
Engine torque, T e
= 60000P e
N-m
2pN
Torque at rear wheels,
T w
= (g.r.*a.r.) T e=
G t
Te
Tractive effort, F = T W
= T eG t
N
r r
P e = engine b.p., KW
t
= overall transmission efficiency
When the tractive effort F>R, the total resistance on level road, the surplus
tractive effort is utilized for acceleration, hill climbing and draw-bar pull.
N/V ratio depends upon the overall gear ratio. A vehicle having four different
gears will have four different values of N/V ratio. V is km/hour and r is in
metre.
2 rN = 1000V
G 60
N = 1000 G = 2.65 G
V 2 r x 60 r
PROBLEMS ON GEAR BOX
1. Find out the axial force required to synchronize the speeds. Given
coefficient of friction = 0.04, cone angle is 10 degree, angular
acceleration is 50 rad/sec², moment of inertia 254 kg cm² and the mean
radius of the cone surface 4.13 cm.
T=Ixa
g
T= r xW x
Sin
W = 13.31 kg
2. In a gear box the clutch shaft pinion has 14 teeth and low gear main
shaft pinion 32 teeth. The corresponding lay shaft pinions have 36 teeth
and 18 teeth. The axle ratio is 3.7:1 and effective radius of the rear type is
35.5 cm. calculate the car speed in the above arrangement at an engine
speed of 2500rpm.
Determination of gear ratio:
Gear Ratio = Speed of the clutch shaft x Speed of the Lay shaft
Speed of the Lay shaft x Speed of the main shaft
Gear Ratio =
No. of teeth on the lay shaft Gear A x No. of teeth on the main shaft Gear A
No. of teeth on the clutch shaft Gear A x No. of teeth on the lay shaft Gear B
= 36 x 32 = 4.57:1
14 x 18
345.8 Nm at 1400r.p.m. Rear axle ratio 6.166: 1. fourth speed reduction ratio
in transmission,1.605 :1, drive line losses amount to 10.7kW at 2400r.p.m
and 6.3 kW at 1400 r.p.m. tyre size 0.4572 m x 1.016 m (effective wheel
diameter 0.950 m),f rontal area of truck 6.95mcalculate the grades which the
R = KW +Ka A V²
We have, V =2 Nr
G
=2 x 2400 x .575 = 724 m/min
9.9
R=KW + K a
AV 2 + W sin
F=R
(iii) The maximum grade the truck can negotiate at the above engine
speed in second gear
= 62.8 b.p.
(ii) V = 2 rN m/min
G
N = VG = 88 x 1000 x 6.2
2r 60 2 x 3.14 x 0.40625
= 88 x1000 x 6.2
60 x 2 x 3.14 x 0.40625
= 3564 rpm
(iii)In second gear
R = [1325.1 + (622293.5/x)]
We have
F = b.p x t
x1000
V
Hence,
X = 62293.5 = 17.1
3643.7
HYDRODYNAMIC DRIVE
FLUID COUPLING
to gear box with fluid as working medium. The purpose of fluid coupling is to
act as flexible power transmitting coupling.
and gearbox. It allows the engine to idle when the car is stationary but takes
up the drive smoothly and progressively when the driver speeds up the
engine by depressing the accelerator pedal.
TI
TI
There are two main rotating parts; an impeller driven by the engine
and a turbine which drives gearbox. Each is bowl shaped and contains a
number of partitions called vanes. The two bowls are placed face to face in a
casing filled with oil, and they are separated by a small clearance so that no
rubbing contact between them.
The basic form of the fluid drive known as fluid flywheel or fluid
coupling is used in place of friction clutch in cars with pre-selector gearboxes.
It generally consists of an impeller and a turbine with oil continuously
circulated between the two when engine is running. When the engine is
idling, the oil is flung from the impeller by centrifugal force. Directed forward
by the vanes, it enters turbine which remains stationary because the force of
IDLING
The driving part of FC is attached to the engine and faces the driven
some turning effort is transmitted. But there is still a large degree of slip in
the unit. The output shaft is thus rotating more slowly than input shaft.
Once the engine reaches a preset speed, the oil forces is sufficient to
transmit full power. This gives in effect a direct drive with output shaft
rotating at about 98%of speed of input shaft.
9. In case of FC, engine is not f orced to operate at very low speeds when it
is overloaded.
10. No wear is experienced on impeller or turbine blades.
TORQUE CAPACITY OF FLUID COUPLING
B C
X
Y
AD
Proportional to R 2
i.e., F 2
is proportional to N 2
Therefore, N is proportional to v f
Is also proportional to N
Power transferred =Energy per cycle x Number of cycles per unit time.
Energy per cycle is proportional to N 2 and W
Case 1
Case 2
Power transferred is proportional to W x R 2
Thus, T = CN 2 D5
i.e., T is proportional to S
Therefore, T is proportional to SWN 2 (R 2 -r 2 )
Torque capacity T = C 1
SWN 2 (R 2 -r 2 ) Kgf-m
Even whe n the engine is idling, runner shaft rotates i.e., some torque
is transmitted during the engine is in idling condition. Due to this the gear
shifting is some what difficult and the vehicle will tend to move when it is
parked in gear.
DRAG TORQUE
The torque transmitted when the engine is in idling condition is known
as drag torque. Even when %slip is 100% there is a drag on GB shafts, which
renders gear changing with ordinary type of gearbox very difficult and vehicle
will tend to move when it is parked.
To reduce the drag torque, following methods are used,
1) Using anti drag torque baffle.
ANTI-DRAG BAFFLE
vertex motion, so that its flow is greatly affected by the plate. As the speed of
the runner increases, the centrifugal force due to runner rotation increases,
while that due to vertex motion decreases, and the effect of baffle then
gradually vanishes or reduced.
FLUID RESERVOIR
coupling.
Using both the anti-drag baffle and the reservoir in the same vehicle
we can reduce the drag torque by about 85 to 90%.
GEARBOXES
Auxiliary clutches are used during gear shift operation. This type of
transmission was used in Dodge fluid drive in 1950.
two rotors. If „n‟ were equal to „N‟, then % slip would be zero and if n=0 then
% slip would be 100.
When percentage slip is plotted against engine speed (N), the resulting
graph is the form as shown. At any speed less than about 600 rpm (this speed
can be made to have any desired value by suitably modifying the design), the
% slip is 100, i.e., the GB shaft is stationary and we have equivalent of
completely disengaged clutch.
100
80
60
40
20
As the engine speed increases from 600 to 1000 rpm, the % slip falls
torque at every speed. If the engine torque is reduced below the full torque
(open throttle) value, the % slip will be reduced.
Thus % slip may be less than 1%. The chain dotted curve indicates the
variation of % slip with the speed f or such condition, i.e., level road and no
head wind. Whatever the value of % slip, however it represents a direct loss
of energy and thus an increase in fuel consumption. Thus, it is an abuse of
fluid flywheel to allow the engine speed to fall to region between 100 to 600
rpm, full throttle when %slip becomes ordinary clutch which also increases
100 98%
80
60
40
20
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
SPEED RATIO
Figure shows that when speed ratio (n / N) is 0.9, the efficiency is maximum.
100 12
10
80
8
60
6
40
4
20
2
Full Load
0
0 10 20 30 40 50 60 70 80 90 100
SLIP - PER CENT
T=CD 5 N 2
Where
C = A coefficient = 5.25
D = Diameter of impeller in m
T = 10 N-m = 5.25 x D 5 x 40 2
torque converter is like taking a fan that is plugged into the wall and blowing
air into another fan which is unplugged. If you grab the blade on the
unplugged fan, you are able to hold it from turning but as soon as you let go,
it will begin to speed up until it comes close to the speed of the powered fan.
The difference with a torque converter is that instead of using air, it uses oil
or transmission fluid, to be more precise.
TORQUE CONVERTER
Most cars with automatic transmission use a form of fluid drive known
as toque converter as the name implies, it converts the torque or tuning effort
of engine into higher torque needed by cars at low road speed. An increase in
torque has same effect as changing to a lower gear; so a TC is also a gear
reducer, acting like an extra set of gears before engine drive reaches gear box.
Like fluid flywheel, TC has an engine driven impeller and a turbine
connected to GB input shaft. It is also able to deliver a higher torque than
that engine produces, because it is also able to deliver a higher torque and a
small vane wheel known as reactor (stator). A one way clutch (ORC) lock
reactor to gear box casing at lower engine speed.
In a f luid flywheel, oil returning from turbine tends to curb the speed
of impeller. But in TC, the vanes of locked reactor direct oil along a torque
favorable path back to the centre of impeller enabling it to give extra thrust
to turbine blades.
At pull away speeds, Torque Converter double the effort produced by
engine. As engine picks up speed, this 2:1 increase in torque is reduced until
at cruising speed, there is no torque increase at all. The reactor is spun round
by oil at some rate as turbine. TC now acts like a fluid flywheel with reactor
„free wheeling‟ and having no torque increasing effort. Neither FC nor TC can
be epicycle transmission which aloe gear changing without disconnecting.
successfully combined.
5 100
CONVERTER COUPLING
OPERATION OPERATION
4 80
EFFICIENCY
3 60
2 40
1 20
0
0 0.2 0.4 0.6 0.8 0 1.0
OUTPUT
INPUT SPEED RATIO
It is noted that there is a slip in efficiency curve around coupling point
and effort to remove this efficiency resulted in some interesting innovations.
from converter to coupling after reaching the coupling point is a drawn out
process which usually to be accelerated by increased input speed.
The reason for this sluggish coupling operation is that the curved blade
on a basis of turbine o/p speed revolves more accurately the most of the
transition from converter to coupling and performance of converter coupling
as been redrawn to new abscissa. That graph illustrates conditions which
apply for full throttle acceleration. Normal occurring conditions where engine
runs at reduced o/p torque will take place at or near coupling point. At this
point i/p and o/p torque are equal but o/p speed will be about 10% less than
i/p speed, depending on converter design.
MULTISTAGE TORQUE CONVERTERS
reactors and extra stages are sometimes added to obtain a particular type of
performance.
previous turbine to create an extra stage, and should not be confuse with
practice of dividing the reactor member for instance into several parts, so as
to carry out operation of reactor in a number of phases.
The reason for using an increased number of stages is usually to
increase torque conversion ratio but certain other advantages are obtainable.
stage converter.
5 100
4 80
EFFICIENCY
3 60
2 40
1 20
0 0
0 0.2 0.4 0.6 0.8 1.0
OUTPUT
SPEED RATIO
INPUT
Thus, although increased torque ratios are obtained with multistage
converter, it is noticed that all the forms of converter discussed so for exhibit
torque equal to about 2 ½ times the value of i/p torque at its maximum
efficiency point. But as the turbine accelerates, the falls rapidly and o/p
torque soon falls to zero. This type of converters thus would give a good initial
acceleration of vehicle from rest but would be inefficient for a normal cruising
which is mainly carried out at unity torque ratio (direct drive). For this
reason, most MS or high torque ratio converters are used in conjunction with
a friction clutch are some other way of obtaining an efficient direct drive.
The next type of fluid drive represents an attempt to combine the best
operating characteristics of two or more different designs of converters into a
single converter. These ideas are usually incorporated into converter
elements. The reactor has to deal with fluid flow from widely changing
entrance direction and this member can be divided into a number of elements
which adjusts them selves to the changing flow. The practice of dividing a
rotating member into several elements is widely used at the present time and
5 100
EFFICIENCY
3
4 80
12
3 60
2 40
1 20
0 0
0 0.2 0.4 0.6 0.8 1.0
OUTPUT
INPUT SPEED RATIO
This method is not confined to reaction member, and impeller or
turbine member may also be divided into a number of these elements which
figure, it is seen that efficiency curve combines the most useful parts of
curves of three different converter designs as the fluid drive effects a three
phase transition from converter to coupling. Each peak is related to a
a useful range of speed ratios. There still remains a need to extend this useful
range of ratio and most transmission use and auxiliary gear box to give
increased o/p torque for improved acceleration and for climbing steeped
gradient.
6
TORQUE RATIO
5 100
4 80
EFFICIENCY
3 60
2 40
1 20
fallen off to about 3 times the engine torque, at 1900 rpm. The driving torque
would be just equal to engine torque, while at 2700 rpm, then driving torque
would have f allen to zero.
The efficiency on the other hand starts at zero, when the rotor speed is
zero, because although torque acting on the rotor is then larger, no rotation
occurs and torque does not work, thus no work is being got out of converter
but a lot of work being put in by the engine and so the efficiency is zero, as
the rotor speed increases, so does the efficiency and a peak efficiency of 86-
90% is reached at a rotor speed of about 1000 rpm.
As the rotor speed continuous to increase, the efficiency falls off again
and at 2700 rpm becomes zero one more, this time because although rotor is
revolving rapidly, the driving torque on it is zero, and no work can be out of
it.
5 100
TORQUE RATIO
4 80
EFFICIENCY
3 60
2 40
1 20
The graph (b) shows the same things but for on impeller speed of 2000
rpm instead of 3000 rpm. It will be seen that the driving torque acting on the
rotor when it is stalled, i.e., held at rest, is now only 4 1/3 times of engine
torque and it falls of to zero at a rotor speed of 1800 rpm. The efficiency
reaches a maximum value of only about 80% instead of 85-90%.It is thus that
only a rather range of rotor speeds, if the efficiency resonantly good and it
must be borne in mind that if efficiency is (say)60%, then 40% of power
developed by engine is wasted, being converted into heat which raises the
temperature of TC fluid and which has to dissipate by some means,
commonly a radiator.
The falling off of the efficiency at low speed end of range can be treated
because these speeds are normally used only for short period when starting
and climbing several hill, but the fall off at higher speeds cannot be tolerated
and must be circumvented.
nearly so the spinning velocity and moment of momentum of the fluid are
quickly reduced to zero, and owing curvature of the running blades a reverse
or negative spinning motion is imparted to the fluid. The torque imposed on
subjects the latter to heavy torque it gives up little energy to the runner
because latter is either standstill or turning at a very low speed. On leaving
the runner the fluid therefore still possesses most of the kinetic energy with
which it entered the member.
it is proportional to the sum of the two. The fluid now enters the impeller
already possessed of a certain forward spinning velocity and the impeller
needs to add only enough to bring the total velocity up to that at which the
fluid entered the runner. In the case represented by the diagram, if the
moment of momentum added to the fluid in the impeller is represented by1,
the change of moment of momentum in the reactor is about 1.4, and the
change of moment of momentum in the runner is 2.4.There fore torque ratio
in this particular case is 2.4.
UNIT III
AUTOMATIC TRANSMISSION
AUTOMATIC TRANSMISSION
1. Smooth operation.
2. Ease of control, i.e. it relieves the driver from fatigue due to the
elimination of clutch and gear controls.
3. Numerous numbers of gear ratios are available.
SUN = DRIVEN
FOR
CARRIER = DRIVER
LOW REDUCTION
ANNULUS = FIXED
GEAR RATIO (A+B) / A = (30 + 75) / 30
SUN = DRIVER
FOR
CARRIER AND
DIRECT DRIVE ANNULUS ARE
INTER LOCKED
WITH EACH OTHER
GEAR RATIO
GEAR RATIO = 1 : 1
SUN = FIXED
FOR
CARRIER = DRIVER
OVER DRIVE
ANNULUS = DRIVEN
GEAR RATIO (A+B) / A = (30 + 75) / 30
SUN = DRIVER
FOR
CARRIER = FREE
NEUTRAL
ANNULUS = DRIVEN
GEAR RATIO
GEAR RATIO = --
Concentric with the driving and driven shafts S and S‟, which are telescoped,
and three corresponding pinions A‟, B‟, D‟, forming a rigid planetary unit.
There are usually three such units, spaced uniformly around the gears
mounted on the driving and driven shafts. Gear A is the driving and gear D
planet carrier from rotation, by means of a brake drum provided on it for the
purpose. Power then enters at gear A and is transmitted through the pairs of
back gears A‟, D‟, to gear D, hence no planetary motion is involved in the low
speed forward drive. The low-speed reduction ratio is a‟d / ad‟. For high
forward speed the driving shafts is coupled to the driven shaft by means of a
friction clutch incorporated in the assembly, which gives a direct drive.
For the reverse motion gear B, which is free on the driving shaft, is
held from rotation. Assume that the planet carrier rotates left-handedly,
causing pinion B‟ to roll on B. For one left-handed revolution of the planet
carrier, the gear cluster A‟, B‟, D‟, makes b/b‟ left-hand revolutions around its
own axis. The reduction ratio then is d (b-a) / a (d-b). It will be seen at once
that this reduction is positive if b > a and d > b.
FORD T-MODEL
B is the driven member, being keyed to the hub of clutch drum C, which in
turn is secured to driven shaft D. By applying a brake band to drum E, gear F
is held stationary, pinion G rolls on it, and the smaller pinion H causes gear
B to turn slowly in the same direction as pinion carrier A. By applying a
brake band to drum I, gear J is held stationary; pinion H turns gear B slo wly
in the reverse direction. For the high gear or direct drive, the friction clutch
locks clutch drum C to the engine crankshaft, and the gear rotates as a unit.
The three pedals control the transmission and brakes. When the left
pedal is push down all the way, the car is low gear. To remain in low gear,
you must continue pushing on the left pedal. (It‟s been said that you push a
Model T up a hill in low gear with your left foot!). If the left pedal is pushed
to the halfway position, the car is in neutral. When the left pedal is
completely released (not depressed at all) , the car is in high gear. If the car is
pressure and it doesn‟t have a torque converter. The leaver at the right and
under the steering wheel is the hand throttle. It controls the speed, much like
the control found on the tractor or riding mower.
Model T‟s were made from 1908 until 1927. Over 15 million Model T‟s
were produced. Far more were produced than any other car until the
Volkswagen Beetle overtook its production in the 1970‟s, at a time when two-
car families become the norm. The impact of the Model T‟s in its day is hard
far us to imagine, but in the early 1920s, half of all cars on the road
worldwide were Model T‟s.A Model T in good mechanical condition will cruise
all day at 30 to 35 mph. Most can go 45 to 50 mph but the engine is working
pretty hard at these speeds, so most drivers go this fast only briefly. These
figures also depend upon the body style and weight of the car, with roadsters
and sedans and depot hacks the heaviest.
WILSON GEAR BOX
CONSTRUCTION
The gearbox comprises of three subassemblies, the running gear, the
brake harness and the control mechanism housed in an oil tight container.
This consists of a four epicyclic trains of gear inter connected, so that
different ratios and a reverse can be obtained. The direct drive is achieved by
engaging the clutch.
One train of epicyclic gearing is used for all the various ratios, its sun
S1 being secured to a shaft D coupled permanently to the engine and its arm
R1 to the shaft E which is coupled permanently to the driving road wheels
and the various ratios are obtained by driving the annulus A1 at different
speeds in relation to the engine speed.
OPERATION
FIRST GEAR
5: 1
SECOND GEAR
Second gear is obtained by holding the second gear train annulus A2
stationary by its brake. The main sun gear S2 still turned by the engine
cause the planet gear to revolve and their arm R2. But this arm R2 is
connected to the first gear train annulus A1 which therefore turns, speeding
up the rotation of the planet gear and arm R1 and it turning the output shaft
faster than was the case in first gear, i.e. less reduction.
Second Gear ratio:
3.57 : 1
THIRD GEAR
Third gear is obtained by holding the third gear sun wheel S3 by brake
speed so the drive is taken back through the second gear planets and arm R2
and the first gear train annulus A1 both of which are speeded up. The result
is to speed up the first gear train arm R1 which are connected to output
2.78 : 1
TOP GEAR
In the top gear all the gear trains are locked together and revolve as a
solid block driving the output shaft at engine speed. This is brought about by
the engagement of this driving member to the clutch which is the drum and
sun gear S3 gear train. So that locking the third gear sun to the driving
shaft.
Those are all the sun gear will be revolving at the same speed. Since the first
and second gear train sun wheel are fixed to the shaft (output) and their will
not be any individual action of the various gear train. All the brake bands
being loose their annulus.
Gear ratio:
1000 : 1000
1:1
REVERSE GEAR
The first gear annulus A1 is connected to the sun gear S4 of the reverse gear train
and hence drive output shaft opposite to engine rotation. When the brake is applied to the
reverse gear annulus A4 the reverse gear planet wheels turned by the reverse sun gear
connected to the first gear annulus and therefore turning opposite to the engine speed
output shaft. As the arm A4 connected to the output shaft the direction of rotation of the
propeller shaft reversed.
Sun wheel S4 = 40
Annulus A4 = 80
Gear ratio: 7 :1
CONSTRUCTION
The wheel A is integral with the engine shaft and meshes with pinions
carried by a spider A which is free to slide along the outside of the engine
shaft. When the spider B is slid to the left, its teeth E mesh with teeth F of an
annulus which is fixed to the gearbox casing. The pins of the spider then form
fixed bearings for the pinions, and so the annulus C with which the latter
mesh is driven in the opposite direction to the wheel A. This gives the reverse
drives. When the spider B is slid to the right its teeth E engage the teeth of
the annulus C and then the wheel A, pinions, spider B and annulus C revolve
„solid‟. This gives the forward drives.
The four forward ratios are obtained by means of two epicyclic trains
arranged in tandem. One consists of the sun D (fixed to the annulus C), the
compound planets P1, P2 (carried on the pins L of the arm which is integral
with the annulus H of the second train) and the annulus G which can be held
fixed.
When this is done the annulus H is driven in the same direction as the
sun D but at a lower speed. The second train consists of the annulus H, the
sun K and the arm J which is fixed on the output shaft. The sun K can be
held at rest so that the train gives a reduction between the annulus H and
the arm J and it can also be locked to the output shaft so that the train must
revolve solid. The annulus G can also be locked to the sun D so that the first
energized and the second train revolves solid, the only reduction being in the
first train. For third gear, S1 and S3 are energized, the first train is locked
solid and the only reduction occurs in the second train. For f ourth gear S1
and S4 are energized and both trains revolves solid so that a direct drive is
obtained.
The windings S1and S4 are carried by parts that sometimes rotate and
so these windings are connected to slip rings on which brushes bear. The
current for energizing the windings is supplied by the battery or generator of
the car and is between two and three amperes.
race of the free-wheel unit and from this to the output shaft; the latter drives
the propeller shaft through the front universal coupling. The sun wheel is the
reaction member of the gear train and when it is locked to the gear box
output -or overdrive input-shaft the planet carrier which is driven by the gear
bow shaft rotates about the sun wheel carrying with it the pinion wheels
which in turn, drive the annulus gear and with it the output shaft to the
propeller shaft. The annulus rotates more slowly than the planet carrier thus
giving a lower gear ratio than for direct drive. The position in which the sun
wheel is locked to the gear box shaft, which has just been described, gives the
overdrive requirements.
OVER DRIVE OPERATIONS
gear solidly with the planet carrier. The drive from the gear box shaft is then
taken through the locked epicyclic gear train and thence through the free-
wheel to the overdrive output shaft. Therefore, when in direct drive the
propeller shaft side can rotate faster than the gear box shaft. Since, however,
the direct drive is only used at speeds below about 28 to 30 m.p.h, this
advantage is only realized at these at these lower speeds.
COMPLETE OVERDRIVE
Having explained the principle of this overdrive, the purposes of the
various components should be better understood by reference to the
shaft is used to close the contacts of an electrical circuit which contains the
windings of the solenoid. When the road speed of the car increases to about
28 to 30 m.p.h., the governor closes the contacts and thus energizes the
solenoid which forces its plunger outwards and therefore pushes the pawl
member towards a notched ring around the overdrive input shaft; this pawl is
shown as the gear plate. Since if would not be advisable for the pawl to
engage with one of the notches in the gear plate during the rotation of the
plate the pawl of not allowed, initially, to enter a notch, being prevented from
doing so by a baulk ring which is a friction fit to the gear plate.
rotate the pinions, driving the sun gear and baulk ring in a reverse direction.
This movement of the baulk ring allows the pawl to move from the step and
engage one of the gear plate notches, thus bringing the overdrive into
upon synchronizing the pawl movement with the momentary stopping of the
gear plate.
contacts open and the solenoid actuated pawl is released; the direct drive is
then re-engaged, automatically.
LOCKING THE OVERDRIVE
When the car is running in overdrive, due to the fact that the gear
ratio is then lower than for direct top gear there is, at any given speed, below
maximum, less engine power available for the overdrive than for direct drive
at the same speed. Therefore, should the driver wish to accelerate, for traffic
passing purposes, it is possible for him to do so, simply by depressing the
accelerator pedal quickly and to its full extent. The result is to release the
solenoid current but owing to the torque reaction the pawl does not leave its
notch in the gear plate and cannot do so until the torque is released
momentarily. This is done with the kick-down switch which is operated when
the accelerator pedal is depressed fully, thus switching off the ignition so that
the pawl readily leaver its notch and also the gear plate; the direct drive is
then in operation through the over running clutch.
When the driver wished to return to the overdrive he lifts his foot from the
accelerator pedal for a few seconds, when the over drive engages
automatically, unless the car speed falls below about 28 to 30 m.p.h.For
convenience the overdrive switch is of ten mounted on the carburettor, so that
it can be actuated by the accelerator pedal rod connection at the throttle
lever.
SOLENOID UNIT
out these windings. Since the solenoid remains energized during the whole
period of over drive engagement the current consumption is reduced
appreciably since it flows through the holding winding, only.
ELECTRICAL CIRCUITS
There are three circuits associated with the operation of the overdrive,
down and governor switches. These two contacts must be closed for the
solenoid to operate. The relay is a type of switch operated
electromagnetically, such that when current flows through a relay winding
the relay contacts are closed. If either of the other two set of contacts are
opened, the relay contacts will be broken.
the ignition H.T current to the sparking plugs and thus stopping the engine
momentarily. The control circuit is opened at the same time, to allow the
overdrive to be cut out of action as explained previously.
ADVANTAGES OF OVER DRIVE
1. This device permits the engine to operate at only about 70% of the
propeller shaft speed when the car is operating in the higher speed
ranges. i.e., over drive engine speed about 30%.
2. Because the engine is not required to turn over fast at high car
speed, the use of over drive reduces engine wear and vibration and
saves gasoline.
1. In descending long steep hills where the braking effect of the engine
REVERSE LOCK-UP
The over-drive unit is connected to the transmission and uses the same
type of lubricant, SAE 80 (or) 90 gear oil (or) SAE Engine Oil.
S/R -1 0
1 1 1
(R+S) / R 0 1
= 1 / ( ( R+S ) / R )
= R / ( R+S )
If number of teeth in ring gear is 140 and sun gear are 60.
Then,
The Over-Drive gear ratio =140 / ( 140 + 60 ) = 0.7.
= 0.7 : 1
HYDRAULIC CONTRO L SYSTEM
that pressure is generated in this pump as soon as the vehicle moves, and
this feature provides a means of preventing the reverse and park
mechanisms being engaged whilst the vehicle is in motion. Non-return valves
ensure that hydraulic pressure can be available from either pump and the
joint delivery is regulated to a suitable pressure by a pressure relief valve.
The fluid at regulated pressure is fed to the converter which is kept full of
fluid and a small flow from the converter is used for lubrication of the
gearbox.
The main fluid supply is fed to the manual selector valve which is
controlled by a steering-column selector lever, and this may be moved to any
of five positions. This valve may direct fluid under pressure to the reverse
brake when a reverse ratio is obtained. In the low selection, fluid is applied to
both the forward and low brakes and maintains the transmission in low gear.
Neutral selection is obtained by removal of pressure from all friction
When the Drive selection is made the manual selector applies fluid
under pressure to the Forward and Low brakes and also to the governor
valve. The governor valve is moved by the combination of an accelerator
multi-plate clutch begins to take up the drive the pressure in the clutch rises
and becomes sufficient to operate the relay valve and cut off the fluid supply
to the low friction brake band. This relay valve carries out the transition from
Low to Intermediate clutch. This relay valve corresponds to the more usual
shift although in this case the valve is moved by spring force in opposition to
hydraulic pressure.
incorporated for the take-up of this clutch, which relies on the capacity of the
clutch piston to give a steady build-up of pressure. Gear changes to lower
ratios operate in the reverse sequence.
The complete hydraulic circuit diagram is only slightly different from
the simplified block diagram and a typical system. It will be noted that a
similar interlock piston prevents Reverse gear being engaged when rear
pump pressure is available. This piston operates so as to block the control
line which supplies pressure to the Reverse servo pistons. The relay valve is
Front Pump: Driven from input shaft and provides the main hydraulic
supply.
Rear Pump: Driven by output shaft and acts as an auxiliary supply in case
of front pump failure, and also to detect forward movement of the vehicle.
pumps to predetermined values. Initially, the relief valve springs ensure that
20 lb. /sq. in. pressure is admitted to the back of the relief valve raising the
system to 80 lb. /sq. in. which is the normal pressure. When Reverse is
selected, hydraulic pressure is applied to another piston so as to raise the
Ball valves: Two balls inserted in the main supply line prevent a failure of
brake.
Manual Selector Valve: operated by the selector lever for the five positions:
park, netural, drive, low and reverse.
“Park,” “Neutral” positions: All pressure is cut off from the friction
clutches and bands. The park mechanism is operated from the selector lever
“Drive” position: Pressure is applied to the forward and low band brakes
“Low” position: Pressure is maintained on the forward and low bands but is
removed from the governor valve and applied to the back of the relay valve.
valve initiates the gear changes between low and intermediate ratios and
between intermediate ratio and direct drive at predetermined speeds when
the manual selector valve has been moved to drive.
Converter shuttle valve: Regulates the flow of fluid into the hydraulic
converter-coupling. Fluid is supplied from the main supply line to the valve
and flows through a conical shaped valve seat. When reverse is selected, or
when intermediate or direct gear is operative the pressure applied to the
converter by inserting a conical plug into the valve seat so that an orifice of
reduced size is presented to the flow. An increased pressure, and hence, flow
is permitted for the low selection.
“Reverse” Position: Pressure is applied to the Reverse band brake, via the
interlock valve. Pressure is also applied to the converter shuttle valve and
permits a flow of fluid through the converter. The escaping fluid is used for
lubrication of the gearing.
Clutch Pistons: The single plate friction clutch and the multi-plate
Intermediate clutch are both operated by annular pistons which fit in
appropriate housings and apply the necessary load to the friction plates when
Brake Pistons: The friction band brakes are applied by servo pistons which
develop the necessary loads to hold the brake drums stationary. The servo
cylinders each contain two pistons which act in tandem. A small restriction is
placed between the two pistons as a means of smoothing the application and
release of the bands.
UNIT – IV
motor, which converts fluid flow under pressure into rotating torque on the
output shaft. The pump and motor are identical in construction but they may
vary in size and displacement, particularly when torque multiplication is
needed. By employing variable delivery of hydraulic units, it is possible to
Here both of the pump and motor are constant displacement type.
Hence, variation of output torque or speed is not possible. So, this system is
not used. This system suffers loss of power due to the provision of
intermediate relief valves. Such a transmission is similar to a very flexible
mechanical drive shaft except for slight speed loss as load increases due to
slip both in the pump and in the motor.
2. VARIABLE DISPLACEMENT PUMP AND CONSTANT
DISPLACEMENT MOTOR
It can be used to drive one or more hydraulic motor, and it gives equal
performance in both forward and reverse speeds. Power output varies in
direct proportion with output speed. This system can be advantageous in
0 0 0
75 375 5
375 375 1
3. CONSTANT D ISPLACEMENT PUMP AND VARIABLE
DISPLACEMENT MOTOR
Output torque and speed can be continuously varied. This transmission can
be used with advantages along with a governed engine to ensure the
application of constant input power to transmission.
Crank radius of pump is fixed. So, displacement 375 cc is governed at
maximum BHP level. If power is more important than torque this system is
applied in such situations.
speed being with the pump at full output and the motor at minimum
2. It provides for smooth and precise control of vehicle speed and travel.
3. This system ensures faster acceleration and deceleration of vehicle
4. It offers better flexibility in vehicle installation because of wide range
in choice of pumps and motors of different capacities and of fixed or
variable displacement type. Besides hydraulic fluid pipes lines replace
1. Noisy in operation
2. Heavier in weight and larger in bulk
3. Costlier when compared to other types of transmission
the Waterbury Tool Co. of Waterbury, Conn., for various industrial uses, and
it has been applied also to motor trucks, rails and diesel locomotives.
PUMP: Nine cylinders, axially disposed, variable stroke, swash plate type.
MOTOR: Nine cylinders, axially disposed, swash plate type, constant stroke.
Practically the only difference between pump and motor is in former inclination of
swash plate is adjustable while in latter it is not. Referring to the drawing Both the
pump and the motor unit have central shafts which project at one end only, each
shaft is supported by plain bearing in housing and a roller bearing in valve plate. To
the inner end of shaft is keyed, a cylinder block in which there are 9 bores forming
the working cylinder. The bores are parallel with the axis of rotation and equally
When the cylinder block revolves, cylinder head slide against the valve
plate. A port in each of cylinder head registers alternatively with two annular
ports in valve plate for admission and delivery of oil, respectively. Each port
extends over approximately 125º, and since there is port opening from the
time the cylinder port begins to register with the valve plate port to the time
it passes out of registry therewith port opening extends over nearly 180º.
The spring surrounding the shaft, serve to press the cylinder block
against valve plate when no load is transmitted. During transmission of
power, the fluid pressure keeps all parts in close contact. The cylinder block
is so mounted on the shaft that it can slide thereon, and also it can rock
slightly. This enables the block to seat correctly on valve plate even if there
should be slight misalignment, or if wear should have occurred.
connected to socket ring by a connecting rod with spherical heads. The rods have
drill holes extending through their shanks, and there is a small drill hole also in the
head of the piston, hence the bearings of the connecting rod are lubricated with the
oil in the power transmission circuit, and the pressure under which lubricant is
while it revolves with the shaft, its plane of rotation may bear any angle with the
axis of the shaft. In case of pump unit, angle of socket ring can be varied between
0deg and 20deg in either direction by means of control lever connected to roller
bearing tilting box. In motor unit, the angle box is secured to housing and has a
PUMP
If the angle box is set of right angles to the shaft, there will be no
they revolve around with the block. Each cylinder draws oil through the port
in valve plate during one half of the revolution and delivers oil through
delivering port in valve plate during next half of revolution.
MOTOR
The motor unit is merely an inversion of the principle of the pump
unit, oil entering the cylinder under pressure forcing the plunger outward
and the reaction between socket ring and swash plate causing cylinder block
and its shaft to revolve. If the angle plate of pump unit is set to the same
angle as that of motor unit, then the motor will turn the same speed as pump
unit and any speed lower than this can be obtained on motor shaft by merely
reducing the angularity of auto angle box.
HYDROSTATIC TRANSMISSION
INTRODUCTION
Hydrostatic transmissions are hydraulic systems specifically designed
The operator has complete control of the system, with one lever for
lever, the swash plate in the pump is tilted from neutral. When the pump
swash plate is tilted, a positive stroke of the pistons occurs. This, in turn, at
any given input speed, produces a certain flow from the pump. This flow is
transferred through high pressure lines to the motor. The ratio of the volume
of flow from the pump to the displacement of the motor determines the speed
at which the motor will run. Moving the control lever to the opposite side of
neutral causes the flow through the pump to reverse its direction. This
reverses the direction of rotation of the motor. Speed of the output shaft is
from the reservoir. Its output is then directed to a hydraulic motor and
discharge from the motor back into the reservoir. In a closed circuit drive,
exhaust oil from the motor is returned directly to the pump inlet. The figure
gives a circuit of a closed circuit drive that allows foe only one direction of
motor rotation. The motor speed is varied by changing the pump
displacement. The torque capacity of the motor can be adjusted by the
pressure setting of the relief valve. Makeup oil to replenish leakage from the
closed loop flows into the low-pressure side of the circuit through a line from
the reservoir.
CLOSED TYPE REVERSIBLE HYDROSTATIC TRANSMISSION
that use a variable displacement reversible pump. This allows the motor to be
driven in either direction and at infinitely variable speeds depending on the
position of the pump displacement control. The Figure shows circuit of such a
With electric drive, speed control of the vehicle can be done either
electrically or by varying the speed of prime mover. In the first the engine
and direct connected generator operate at constant speed under the control of
a governor. This system was in favor during pioneer days, when gasoline
engines had very little flexibility. The other system, in which practically all
speed control of the vehicle is effected by means of the engine throttle or fuel
control rack was used exclusively during the later days of bus electric drive.
With the generator driven at constant speed, its voltage and output
will vary with the field strength, which in turn varies with the exciting
current, and with the motor field maintained at constant strength by the
exciter, the speed of the motor will vary almost in direct proportion to the
generator voltage, and the motor torque in direct proportion to the current
passing from the generator to the motor. With this system, the reversal of
drive is effected by reversing the direction of current flow through the
generator field.
first place, the field polarity of the generator is not changed, and reverse is
achieved by reversing the direction of current flow through the field coils of
the motor.
The motor moreover is a series motor, as generally employed for
traction purposes. Generator speed being constant, the torque load on the
engine varies with the excitation of the generator field and the current output
of the generator.
In some cases, the separately excited field coil is supplemented by a
differential series field coil, that is, a coil through which the main current
from the generator flows, but in such a direction that it tends to demagnetize
the filed. This differential series field is so proportioned with the engine
running at its normal speed, and the throttle wide open, the generator
supplies its f ull load current at the normal emf to the motor.
it will slow down, and so will the motor, which is geared to it directly. An
increased current then flows from generator to motor, but this increased
current, passing through the differential series field coil, weakens the field of
the generator, thereby reducing the voltage of the generator and limiting it
output. As the generator field is weakened, the engine speeds up, and at
higher speeds the engine generates more power, which takes care of the
increased load due to the grade.
In the design of such drives, the aim is so to proportion the two source
of the field excitation that as the current output of the generato r increases in
series wound motors. However, the generator field may be provided also with
a so-called teaser winding, through which current from the car battery flows
for a short time, while the engine is being accelerated. A differential series
With the teaser winding, the full voltage of the car battery is applied
as soon as the accelerator is depressed beyond the idling position; hence
generator field strength and voltage build up rapidly. As the engine gains
stop and the smoky exhaust of the diesel engine when operating at low
speed under heavy torque load. The fumes were due to incomplete
combustion occurring when the throttle was closed and the engine
driven by the vehicle, and diesel exhaust smoke was eliminated or
least reduced because with electric drive the engine speed is not
reduced in direct proportion to bus speed.
of the latter will be similarly increased. In fact, the current received by the
motor is exactly the same as that delivered by the generator, except for the
small amount required for the generator shunt field.
If the field strength were constant, generator voltage would be
directly proportional to armature speed, and generator current to torque
across the generator means. When the current delivered by the generator
increases there is an increase in potential drop in armature windings, and
consequently a decrease in terminal voltage and in field excitations due to
shunt coils.
However, with increased torque load on the engine due to the greater
armature current, the engine speed will drop, which results in a further
decrease in terminal voltage and in field strength.
that there is only little variation in the generator torque from this point on,
the maximum value being a little more than 250 lb-ft. on the other hand, the
motor torque, which is about 85 lb-ft with a current flow of 120 amps,
becomes 410 lb-ft with a current flow of 400 amps. Thus at 120 amps, the
torque is decreased as it would be with a mechanical overdrive having a ratio
of 0.385:1.00, while at 400 amps, when the generator torque is 230 lb-ft, the
The variation of the generator and motor speeds with current flow is
shown in figure. It will be seen that generator speed is nearly constant over a
wide range of current flow, from which it follows that with electric drive the
Moreover, with both the speed and the torque of the engine output is
practically constant under all operating conditions. The motor speed, on the
other hand, varies inversely as the motor torque, high motor speed,
corresponding to a small current and a low motor torque, and low motor
without adequate load and would “race” which not only injurious to its
mechanism, but resulted in unpleasant vibration. This difficulty was
overcome by providing a certain amount of separate excitation, the current
for which, must come from a battery. The teaser current from the battery is
kept flowing for a short time only, until the voltage across the generator
mains has built up sufficiently, and thereafter the generator is self-excited.
ELECTRIC BRAKES
brake, to prevent the bus from attaining too high a speed in descending
grades, or as a severe brake, for emergence. In the first case the motor is
merely disconnected form the generator and its circuit is closed through a
resistance. The braking power of an engine can be varied by means of the
throttle. Ordinarily however, only one step is provided. Emergency braking is
in figure. The converter has five elements, the pump P, three turbines or
driven elements T1, T2 and T3, and a reaction member R. The latter is free to
rotate in the forward direction on the freewheel F1 and is provided with a set
of blades B, whose angles are adjustable; the mechanism for making the
adjustment is not indicated.
the second epicyclic train; the second turbine T2 is coupled through the sleeve
E to the annulus A1 of the first epicyclic train and the third turbine T3 is
coupled to the output shaft H by the sleeve G1, the clutch C1 (which is
always engaged except when neutral and reverse are selected), the sleeve G2
and the planet carrier R2.
The sun S1 is normally prevented from rotating backwards by the free
wheel F2, since usually the clutch C2 is engaged and the member K is fixed
selected so as to reduce the load on the freewheel F3, when the engine is
pulling hard under adverse road conditions, and to allow the engine to be
used effectively as a brake on down gradients.
them will tend to make them rotate backwards and this motion is prevented
by the freewheels F2 and F3. Both epicyclic trains then provide speed
reductions and torque increases, and all three turbines will be driving.
As the output speed rises, the torque passing through the sun S2 will
fall and at some point will tend to become negative, and then the annulus A2
will start to rotate forwards and the turbine T1 will be effectively out of
action. At a higher output shaft speed, the sun S1 will start to rotate
forwards and the turbine T2 will go out of action. The drive will then be
through T3 direct to the output shaft, the only torque magnification then
Finally, the reaction member R will start to rotate forwards and the
torque converter will run as a fluid coupling. The speeds and torques at
which these events occur will depend on the angle at which the blades B are
set.
Reverse is obtained by engaging the clutch C4 and disengaging C1, C2
and C3. The trains 1 and 2 are then compounded and give a reverse ratio, the
whole of the driving torque being transmitted by the turbine T1 and sun S2.
Forward motion of S2 tends to drive R2 forwards and A2 backwards;
backward motion of A2, however, results in backward motion of S1 (through
the free wheel F3 and the sleeve J) and so in train 1, whose annulus is fixed,
the sun tends to rotate the planet carrier R1 backwards. The backward
torque on R1 is greater than the forward torque on R2 (from S2), and so R1
CONSTRUCTION
TORQUE CONVERTER
The impeller and runner are of fabricated construction, and have 31
and 33 vanes, respectively. Their pressed-steel vanes have tabs that fit into
slots in the shells, and after assembly the tabs are spun flat to hold the parts
together. The cast aluminum reactor has 12 vanes of hydrofoil section cast
integral with the hub, and a wide ring of concave section welded to the ends
of the vanes. The reactor is mounted on an over running clutch of the roller
PLANETARY GEARBOX
Band 2 Reverse
R
Low Band 1
Reverse
Gear
C Planet
High
P1 Carrier
S1
S2
Sun
INPUT Gear OUTPUT
SHAFT SHAFT
Reaction
Gear
Pc
Intermediate
Gear
Band 1
Band 2
Two small adjacent gears are carried on the driving shaft-a driving sun
gear splined thereon. The reaction gear can be held from rotation by means of
a friction band. Three planetary gears mesh with both the ring gear and the
reaction gear, and three intermediate gears of slightly more than the
combined face width of sun gear and reaction gear mesh with both the sun
For low speed the reaction gear is held from rotation by means of its
The planetary gears then roll on the reaction gear and carry the planet
carrier--the driven member–along with them; hence the driven member turns
in the same direction as the driving shaf t, but at a reduced speed. While the
assembly is being used as a low-speed forward gear the ring gear turns idly
in the same direction in which the sun gear and planet carrier are turning.
For direct drive the reaction gear is locked to the driving shaft by
means of a multiple-disc friction clutch. As the two central gears are then
locked together, it is impossible for the planetary gears to turn on their studs,
and the whole assembly rotates as a unit.
For reverse motion the ring gear is held from rotation by its friction
band. The sun gear, turning left-handedly, rotates the intermediate gears
right handedly and the planetary or reverse gears left-handedly, and the
later, rolling on the ring gear, carry the planet carrier along with them in the
When the driver sets the selector lever in Drive and depresses the
accelerator pedal, the car will start in low gear, and at a speed determined by
the movement of the accelerator pedal will automatically shift into High gear.
The selector lever has five positions: Park, Neutral, Drive, Low, and Reverse.
To get the lever into the park position, it must be lifted above its normal
High Gear : 1: 1
Reverse Gear : 1.82 : 1
CLUTCH HYDRAULIC ACTUATION SYSTEM
to the bulk head and a push-rod connecting the clutch-pedal movement to the
sliding piston. A second cylinder and piston-known as the slave-cylinder unit-
required not only for fuel economy and power performance but also for shift
quality noise reduction, etc... Consequently, smoothness and quietness
including proper controls for the increased number of gear shift operations
required with the increase in transmission speeds are major transmission
developments.
SPECIFICATIONS OF THE TOYOTA ECT- i TRANSMISSION
S.NO. SPECIFICATIONS VALUES
272mm.
1st 2.531:1
Reverse 1.830:1
6 Disc Clutches
4 Friction Element
1 Band Clutches
The goal was to design a system with a totally new approach that