UNIT-III

Automotive Engineering
(MEE4240)
TRANSMISSION SYSTEMS
 Transmission System
• Transmission system covers the complete drive-line between engine
and the road wheels. Various components of transmission system are the
following:
• Power unit
• Clutch
• Gear box
• Propeller shaft
• Universal joints
• Front axle
• Rear axle
• Final drive
• Differential
• Wheels
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 Gearbox
• When an automobile travels on a road, gearbox is needed which can give
different output speeds depending on the requirement.
• The requirement of changing speed of the vehicle is needed due to the fact
that the vehicle cannot afford to run at a constant speed for the reason such
as traffic, signals, turns, stoppages etc. Therefore in an automobile we need
a multi-speed gearbox from which we can select different speeds. Gearbox
provides speed of the vehicle depending on the torque requirement at a
particular instant or over a period.
• The purpose of the gearbox is summarized as follows:
1. To multiply engine torque.
2. To provide a definite break in the transmission system so that engine may
run while vehicle is stationary (neutral position).
3. To provide a means of reversing drive to the road wheels thus enabling
vehicle to move backwards.

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• Tractive effort: An automobile has to overcome resistance to its
motion. This is accomplished by the pulling force or the tractive effort
supplied by the engine power. The torque available on the wheels
produces a driving force parallel to the road known as tractive effort.
• Tractive resistance: When a vehicle is travelling on a road at a
constant speed, the resistance to its forward motion is termed as
tractive resistance. Tractive resistance consists of rolling resistance (it
depends on the nature of the road), gradient resistance (it depends on
the inclination of the road surface) and wind (air) resistance.
• When tractive effort at the wheels is balanced by the sum of all the
three resistances, vehicle runs at a constant speed. If tractive effort is
more than tractive resistances vehicle accelerates and if tractive effort
is less than tractive resistance then vehicle slows down or decelerates.

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 Type of Gearbox
• There are two types of gearbox, manual and automatic transmission.
1) Manual gearboxes depend totally on the driver to select and change
gear.
2) Automatic gearboxes can change gear according to engine load,
speed, driver’s demand and computer controlled units.
• There are three types manual gearboxes.
1) Sliding mesh gearbox
2) Constant mesh gearbox
3) Syncromesh gearbox
• Today synchromesh is the common type in use.

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 Sliding mesh Gearbox

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 Gear position Gear ratio
First 3.6 : 1
Second 2.0 : 1
Third 1.38 : 1
Fourth (Top) 1.0 : 1
• Torque available at gearbox output shaft is 3.6 times the engine torque in
first gear position.

• If engine speed is 3000 rpm the gearbox output shaft will run at the
following speeds
Gear position Gearbox output shaft
First 3000/3.6
Second 3000/2.0
Third 3000/1.38
Fourth (Top) 3000/1.0
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 Constant Mesh Gearbox
• This gearbox is an improvement over the sliding mesh gearbox. As the
name indicates, in this gearbox the main shaft gears are not made to
slide axially for engaging or meshing with the fixed lay shaft gears for
selection of a particular gear pairing.
• The gear wheels are mounted on the plain portion of main shaft
(without splines) and are free to rotate on it. The lay shaft gears are
fixed or keyed as in the case of sliding mesh type gearbox.
• When a particular gear ratio (gear position) is desired the
corresponding main shaft gear is locked in position and made to rotate
with the lay shaft gear thus providing rotation and transmission of
torque to the main shaft and farther down the driveline.

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 Constant mesh gearbox

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 Synchromesh Gearbox
This is similar to constant mesh gearbox and dog clutch is replaced by synchronizer unit. Synchronizers equalize
the speed of the shaft and gear before they are engaged. They use friction to synchronize the speed of the gear
and the shaft before the connection is made.

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When the gearbox is in neutral, the synchronizers are in their neutral position and are not
rotating with the main shaft. When a gear is selected the shifting fork forces the sleeve
towards the selected gear. As the sleeve moves, inserts also moves because they are locked
in the sleeve. The movement of the inserts pushes the blocking ring into contact with the
shoulder of the gear.
When this contact is made, there is a metal to metal contact and begins to rotate.
As the components reach the same speed, the synchronizer sleeve can now slide over the
external dog teeth on the blocking ring and then over the dog teeth on the gear’s shoulder.
This completes the engagement of the synchronizer and the gear is linked to the main shaft.

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 Automatic Transmission
• Automatic transmission (AT) is the most modern method of transmitting engine
torque through the gearbox. In automatic transmission, selection of the different
gear positions is possible without the need for gear shift lever and the clutch. The
driver is relieved from two functions i.e., disengagement of the clutch with the
foot operated clutch pedal and manual operation of the gear shift lever for
changing gear. With AT, the gear positions need not to be selected manually by the
driver while driving the vehicle. They change automatically without demanding
the attention of the driver.
• AT is expensive and is generally provided on high-end passengers cars. To make
entry level cars cost effective, manual transmission is used.
Types of Automatic transmission
• FF (front-engine, front-wheel drive) vehicles
• FR (front-engine, rear-wheel drive) vehicles

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• Major components: Most modern AT consists of two main units: a
fluid clutch and a main gearbox.
• Fluid clutch: Fluid clutch automatically disconnects the drive when the
engine speed is low and gradually connects it as the vehicle is moved
from a stationary position. It is either a fluid coupling or torque
converter.

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 Fluid Coupling
• The fluid coupling serves to transmit the engine torque to the gearbox and
does it automatically and more smoothly. It is comprised of the pump
impeller (drive side) and turbine runner (driven side). These parts have the
appearance of a hollow doughnut sliced vertically into two equal halves.
• Both of these parts are provided with radiating out from the center. These
parts are contained in a housing filled with oil and installed facing each
other with very little clearance provided between them. The pump impeller
is installed on the engine crankshaft and the turbine runner coupled to
transmission input shaft. The hollow shells are provided with radial vanes or
blades divergent from the center towards the periphery.
• The vanes inside impeller draw oil inside at the center and throws it towards
the periphery by virtue of centrifugal force. The fluid emerges from the
vanes of the impeller and enters the vanes of the turbine at its periphery and
exit at the center exerting thrust on them. The turbine starts rotating and
after some time picks up almost the same speed as the impeller. The shaft
connected to the turbine rotates and transmits torque from the crankshaft to
the transmission (gearbox). It does not multiply the torque, just transfer it.
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 Fluid Coupling

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 Torque Converter
• Torque converter converts the torque or multiplies the torque when it
is needed as in starting and climbing and brings it backs to the normal
value during cruising.
• Torque converter can be a substitute for a multispeed gearbox which
provides gear ratios for multiplying engine torque downstream of the
drive line. It provides maximum torque in the gear position 1 and
gradually cuts it down to the minimum required for cruising at top
speed on level ground.
• Torque converter serves two functions: (1) multiplying torque
generated by the engine (2) serving as an automatic clutch which
transmits (or does not transmit) engine torque to the transmission.
• Torque converter has three main components (1) impeller, (2) stator
and (3) turbine.
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 Torque Converter

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 Torque Converter Operation
• The pump is mounted on the engine crankshaft. When engine starts hydraulic fluid is
drawn into the pump at its center and leaves the pump at the periphery and enters the
blades of the turbine at the periphery. The turbine starts rotating and with it the output
shaft connected to the transmission. While leaving the turbine blades at the center,
hydraulic fluid flows on the front of the vanes of the stator. The stator is connected to a
one-way lockup clutch. The vanes on the stator are such that, due to this flow, the stator is
pushed into a locked position with one-way lockup clutch. The stationary stator directs
the fluid in the same direction as the rotation of the pump and then through the turbine in
a circulatory motion. A major part of the energy in the returning fluid is added to the
energy being developed by the engine thereby adding to the torque.
• The torque available at turbine shaft has a peak value when engine is running and road
wheels are not moving at all called stalling. The multiplication of the torque could be 2 to
3 times the engine torque at stall conditions. As the clutch shaft picks up speed, turbine
rotates faster and the hydraulic fluid starts flowing on the back of the stator blades. This
releases stator by direction change from the lockup clutch. The pump, turbine and stator
ultimately rotate together and torque multiplication ultimately ceases. Torque
multiplication is a function of difference in speeds of pump and turbine. A large torque is
available at driven shaft during starting of automobile to overcome inertia. Torque
conversion ceases when speeds of the turbine and pump are equal and torque converter
behaves link fluid coupling at this point.
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 Planetary gears
• Theoretically, torque converter alone can provide speed variations at
the driven shaft while the vehicle is running. It is preferable in actual
practice that a transmission or gearbox assists torque converter in this
function.
• Conventionally planetary gear sets are used. A typical planetary gear
set is shown in the following figure.

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• The ring gear or the annulus is connected to the engine output shaft or
crankshaft. The brake drum is connected to the sun wheel so that the sun
wheel can be locked by applying a band brake on the drum. The planet
carrier or spider carrying the planet gears is connected to output shaft. The
multidisc friction clutch on the output shaft is actuated by hydraulic pistons
housed inside the brake drum.
• When sun wheel is locked by means of the band brake and the crankshaft is
rotating. The planet gears rotate about their own axes and then around the
sun wheel and along the internal teeth of the ring giving a gear reduction to
rotate the output shaft in the same direction but at a slower speed than the
input shaft.
• When the sun gear is released by releasing the band brake and the planet
carrier and the ring gear are held by the clutch, input shaft and the output
shaft rotate at the same speed and it is called direct or top drive. The
reverse gear is possible by locking the planet carrier. This is because the
sun wheel will rotate in a direction opposite to that of the driving shaft.

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 Planetary gear system
• Torque converter and planetary gear system work together for giving the desired output speeds.
• In some AT, two forward speeds are provided by the planetary gears and other two speeds were
obtained from the torque converter.

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 Overdrive
• Overdrive: An overdrive is a gear ratio in which the speed of the output shaft is
greater than that of input shaft.
• Almost all early cars had four speed gearboxes with a straight-through or 1:1 drive
in fourth gear. Nearly all modern cars have five speed gearboxes with fifth gear
being an overdrive ratio. Similarly most modern automatic transmission units
have epicyclic gear training so arranged that their top gear is an overdrive.

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 Propeller Shaft
• Propeller shaft propels the wheels or transmits the engine power from the
gearbox output shaft to the wheels through the differential.
• Propeller shaft is needed for rear-wheel drive or four-wheel drive with
longitudinal engine. For front-wheel drive and a transverse engine, propeller
shaft is spared as in most modern cars.
• Propeller shaft is mostly seen on heavy duty trucks and other commercial
vehicle like earth-moving equipment.
• The propeller shaft connects the gearbox output shaft to the differential input
shaft.
• Propeller and transmission shaft cannot be co-axial because of the level
difference between frame and rear axle. Gearbox is mounted on the frame and
differential comes below the frame. Also gearbox output shaft end is fixed but
the input shaft of differential is not fixed as the rear axle casing is connected to
the rear suspension system. Therefore propeller shaft has an inclination
downwards from the gearbox to the differential. As a consequence, universal
joints become necessary at both ends of propeller shaft.
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 Position of a Propeller Shaft

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• The propeller shaft is normally a carbon steel tube having a resistance
against torsional or bending forces. The functions of the propeller
shaft are the following:
1. To transmit torque
2. To different drive shaft angles
• The propeller shaft is normally made by seamless steel tubing method
with universal joint yokes welded to both ends of the shaft.
• In practice, propeller shaft should always be short and stiff as
possible, this enable the shaft to resist bending loads and torque
reactions which are imposed during operation. If shaft cannot be made
in a short length then its stiffness can be improved by making the
diameter larger.

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 Components of Propeller Shaft

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 Components of Propeller shaft
• Universal joint: A universal joint, sometimes called a Carden joint,
forms a mechanical connection between the two shafts and allows
angular movement of one or both shafts. Also it transmit power
smoothly from gearbox to the differential.

• Road shocks will deflect the springs to the position shown. This will
alter the angle of the propeller shaft relative to the gearbox and final
drive and unless a universal joint is fitted to each end of propeller
shaft, the shaft will bend and fracture.
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Continue…
• Slip joint or sliding joint: Propeller shaft uses a slip joint at one end,
which allows it to lengthen or shorten. It permits the effective length
of the propeller shaft to change due to the up and down movement of
the wheels.

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 Differential
• The differential is a device that enables two drive shafts to be driven at
different speeds but with equal torque.
• The right and left side wheels do not always rotate at the same speed
because of road conditions and especially during cornering. There is a
need for a special device that allows the wheels to rotate at different
speeds while continuing to transmit torque.

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 Construction
• The ring gear (crown wheel) of the final drive is attached to a differential case
which contains four bevel type gear pinions all facing inwards, meshing with each
other in the form of a box. Two of the bevel pinions opposite each other are
splined to the half shafts and are referred to as the sun gears. The other opposed
pair of pinions are free to rotate upon a pinion shaft and are known as pinion
gears. The pinion shaft which act as pivot for the pinion gears is mounted in the
differential housing which is driven by the ring gear. There is no direct connection
between the ring gear and the half shaft.

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 Operation
• Straight ahead travel: The rolling resistances of the two drive wheels are almost
identical when the vehicle is travelling straight ahead on a level road. When
resistance is equal in both axle shafts, the differential pinions themselves do not
rotate but turn as a unit with the ring gear, differential case and pinion shafts. In
this case the differential pinions only function to reconnect the right and left sun
gears. As a result, the two sun gears rotate as a unit with the revolution of the
differential pinions causing both drive wheels to run at an equal rpm.

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• Turning: when the vehicle is turning, the inside wheel travels less distance
(shorter arc) than the outside wheel in comparison with when the vehicle is
travelling in a straight line.
• Since a resistance is therefore applied to the left-hand sun gear as shown in figure,
each differential pinion rotates around its own shaft and also revolves around the
rear axle. The rpm of the right hand side sun gear increases as a result.

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• When the vehicle with this type of differential is running on straight
path, the two axles and also the two side gears are running at the same
speed. The bevel pinions remain stationary in relation to the casing.
When the vehicle is negotiating a turn to the right, the side gear on the
right slows down and the side on the left runs at a higher speed. The
casing rotates at a speed which is mean of the speeds of the two rear
axle halves or the side gears. The bevel pinions roll on the side gears
about the pins in the casing. In this way a speed differential is created
between the travel wheels on the right and the left during turning.
• The bevel gear pair (drive pinion and the crown gear) provides the
final gear ratio which is 4:1 in passenger cars and as high as 12:1 on
heavy duty vehicles.

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