Chapter.

No-6

GEARS &GEAR BOX

Functions of Transmissions
The main functions which are performed by the transmissions are: 1. The torque produced by engine varies with speed only with narrow limiits. But under practical considerations running of automobile demands a large variation of torque available at the road wheels. Hence the main purpose of the transmission is to provide a means to vary the torque ratio b/w the engine and the road wheels as required. 2. The transmission also provides a neutral position so that the engine and the road wheels are disconnected even when the clutch is in engaged position. . ! means to bac" the car by reversing the direction of rotation of the drive is also provided by transmission.

Necessit of Transmission!
The question as to how far is the transmission necessary in a vehicle may be answered by considering: (a) Variation of resistance to the vehicle motion at various speeds. (b) Variation of tractive effort of the vehicle available at various speeds. Tota" Resistance to the #ehic"e motion $t consists of ! (i) Resistance due to wind-This is taken to be proportional to the square of the vehicle speed. (ii) Resistance due to gradient-This remains constant at all speeds. This is the component of the vehicle weight parallel to the plane of the road. (iii) Miscellaneous- part from the above two types! various other factors also contribute towards the vehicles resistance. These are: type of the road! tire friction! etc. This may also be taken appro"imately to remain constant with the speed. The total resistance is for a particular type of road! therefore! may be represented as shown in #ig. $.%.

The total resistance for same type of road with different gradients may then be represented by curves shown in #ig. $.&. The higher curve represents steeper gradients. Tracti#e Effort The curves %! & and ' respectively in #ig. $.' represent the tractive effort in first! second and top gears respectively.

Transmission Necessit (y now we understand the variation of total resistance to the vehicle motion and the tractive effort of the vehicle with speed. )t is obvious that whenever the tractive effort e"ceeds the total resistance! the vehicle will accelerate to a speed where tractive effort becomes equal to the total resistance. #or further clarification! consider #ig. $.$. This is obtained by superimposing #ig. $.& on #ig $.'. *et the vehicle be in the top gear and suppose the vehicle is travelling on a gradient which gives total resistance curve I. Then from #ig. $.$! it is seen that OA is the stabili+ing speed. )f the speed at any instant is less! say! OB, the e"cess of tractive effort will accelerate it to speed OA. ,imilarly if the speed at any instant is OC, the e"cess of resistance will decelerate it to OA.

-ow let the vehicle! go on ne"t gradient of curve II. )n this case it is noticed that the stabili+ing- speed has decreased. -e"t consider further the curve Ill. t this gradient! we see that nowhere does the curve ' cross curve III. Therefore the vehicle will not be able to go at this gradient in the top gear. .owever! if we pass on to second gear! we get a stabili+ing speed OD. ,imilarly in second gear also the vehicle will not be running on gradient IV for which we shall have to shift to first gear.

gain at start more acceleration is needed to gain speed quickly. This can best be done in first gear because in this gear the ma"imum tractive effort is available for acceleration. .owever! when the necessary speed has been obtained! we may shift into higher gears! because then the vehicle speed has to be simply maintained and no acceleration is required.

Necessit of Gear%o&!
)n addition to many advantages of internal combustion engine ! such as high power to weight ratio! relatively good efficiency and relatively compact energy storage it has ' fundamental disadvantages %. /nlike steam engines or electic motors the combustion engine is incapable of producing torque from the rest. &. n )0 engine can produce ma"imum power at a certain engine speed. '. The efficiency of the engine! ie . its fuel consumption is verymuch dependent on the operating point in the engines performance map.

SLIDING MESH TYPE GEAR BOX

This is the simplest type of gear bo#. The figure gives a simplified view if the gear bo#. The power comes from the engine to the clutch shaft and hence to the clutch gear which is always in mesh with a gear on the lay shaft. !ll the gears on the lay shaft are fi#ed to it and as such they are all the time rotating when the engine is running and the clutch is engaged. Three direct and one reverse speeds are attained on suitably moving the gear on the main shaft by means of selector mechanism.

CONSTANT MESH GEAR BOX

$onstant mesh gearbo# is a type of Transmission in which all or most of the gears are always in mesh with one another% as opposed to a sliding&gear transmission% in which engagement is obtained by sliding some of the gears along a shaft into mesh. 'n a constant&mesh manual gearbo#% (ear ratios are selected by small $lutches that connect the various gear sets to their shafts so that power is transmitted through them.

1. I speed gear 2. II speed gear 3. Mai s!a"# $. III speed gear %. #&p a d III speed e gagi g d&gs '. #&p gear (. Pri)ar* s!a"# &r )ai dri+e gear ,. -&. #er s!a"#/-0.s#er gear

DO1BLE DECL1TCHING
'n the constant mesh bo#% for the smooth engagement of the dog clutches it is necessary that the speed of main shaft gear and the sliding dog must be equal. Therefore to obtain lower gear% the speed of the clutch shaft% lay shaft and main shaft gear must be increased. This is done by double declutching. T!e pr&-ed.re "&r d&.20e de-0.#-!i g is as gi+e 2e0&34 The clutch is disengaged and the gear is brought to neutral. Then the clutch is engaged and accelerator pedal pressed to increase the speed of the main shaft gears. !fter this the clutch is again disengaged and the gear moved to the required lower gear and the clutch is again engaged. !s the clutch is disengaged twice in this process% i# is -a00ed d&.20e de-0.#-!i g. )or changing to higher gear% however% reverse effect is desired i.e.% the driver has to wait with the gear in neutral till the main shaft speed is decreased sufficiently for a smooth engagement of the gear.

Ad+a #ages
$ompared to the sliding mesh type% the constant mesh gear bo# has the following advantages: '. !s the gears have to remain always in mesh% it is no longer necessary to use straight spur gears. 'nstead% helical gears are used which are quieter running. 2. *ear of dog teeth on account of engaging and disengaging is reduced because here all the teeth of the dog clutches are involved compared to only two or three teeth in the case of sliding gears.

SYNCHROMESH GEAR BOX

This type of gear bo# 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 fi#ed to it while those on the main shaft are free to rotate on the same. 'ts wor"ing is also similar to the constant mesh type% but in the former there is one definite improvement over the latter. This is the provision of synchromesh device which avoids the necessity of double declutching. The parts which ultimately are to be engaged are first brought into frictional contact which equali+es their speed% after which these may be engaged smoothly. )igure shows the construction and wor"ing of a synchromesh gear bo#. 'n most of the cars% however the synchromesh devices are mot 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. 'n the above figure is the engine shaft% (ears B, C, D, E are free on the main shaft and are always in mesh with corresponding gears in the lay shaft. Thus all the gears on main shaft as well as on lay shaft continue to rotate so long as shaft ! is rotating. ,enders F1 and F2 are free to slide on splines on the main shaft. G1 and G2 are ring shaped members having internal teeth fit onto the e#ternal teeth members F1 and F2 respectively. K1 and K2 are dog teeth on B and D respectively and these also fit onto the teeth of G1 and G2. S1and S2 are the for"s. T1and T2 are the ball supported by springs. These tend to prevent the sliding of members G1 (G2) on F1 (F2).however% when the force applied in

G1 (G2) through for" S1 (S2) e#ceeds a certain value% the balls are overcome and member G1 (G2) slides over F1 (F2). There are usually si# of these balls symmetrically placed circumferentially in one synchromesh device. M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces. The wor"ing of the gear bo# is as follows .for direct gear% member G1 and hence member F1 -through spring .loaded balls/ is slid towards left till comes M1 and M2 rub and friction ma"es their speed equal. )urther pushing the member G1 to left causes it to override the balls and get engaged with dogs K1. 0ow the drive to the main shaft is direct from B via F1 and the splines. *e have to give sufficient time for synchroni+ation of speeds% otherwise clash may result.

)or the 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. )or first gear% G2 and F2 are moved towards right. 'n this case the drive will be from B via U1, U3, D, F2 and splines to the main shaft. )or reverse% G2 and F2 are slid towards right. 'n this case the drive will be from B via% U1, U4, U5, D, F2 are splines to the main shaft.

Se)i5a.#&)a#i- Tra s)issi&

! semi&automatic transmission is a very advanced system% which still uses a clutch to perform the gear shift instead of a torque converter. 1nli"e the manual transmission% the computer does all of the clutch disengaging% gear shifting% and clutch engaging. This not only ma"es the gear shifting faster than manual transmission% but also prevents the vehicle from stalling when the car is stationary. 2i"e a tiptronic transmission% a semi&automatic transmission can also be switched to manual mode to perform gear

shifting at the drivers wish. The two most common semi&auto&matic transmissions are direct shift transmission -a"a dual&clutch transmission/ and electrohy&draulic manual transmission -a"a sequential transmission/.

The direct shift transmission was de&signed and developed by the !udi and 3ol"swagen auto groups. 6ig.re 2$ shows the structure of the direct shift transmission. 2i"e a conventional manual transmission system% it uses a collar% syn&chroni+er% and gear set to perform gear shift. The clutch set is li"e that inside the automatic planetary gear transmission system% which controls the gear ratio change. 1nli"e the conventional manual transmission system% there are two differ&ent gear/collar sets% with each connected to two different input/output shafts. 4ne set contains odd -1st% rd% 5th6/ gears% while the other contains even -2nd% 7th% 8th6/ gears. 't is 9ust li"e two conven&tional manual transmission gear bo#es in one. To automatically shift from 1st gear to 2nd gear% first the computer detects that the spinning speed of the input shaft is too high% and engages the 2nd gear s collar to the 2nd gear. The clutch then disengages from 1st gear s input shaft% and engages the 2nd gear s input shaft. $ontrolled by computer% the gear shift becomes e#tremely fast compared with a conven& tional manual transmission. 1sing direct contact of the clutch instead of fluid coupling also im&proves power transmission efficiency. !nother advanced technology used for direct shift trans&mission allows it to perform :double clutching; by shifting the gear to neutral first% ad9usting the spinning speed of the input shaft% and then shifting to the ne#t gear. This ma"es gear shifting very smooth.

A1TOMATIC TRANSMISSION
!n automatic transmission uses a fluid&coupling torque converter to replace the clutch to avoid engaging/disengaging clutch during gear change. ! completed gear set% called planetary gears% is used to perform gear ratio change instead of selecting gear manually. *ith the invention of the automatic transmission% a driver no longer needs to worry about gear selection during driving. 't ma"es driving a car much easier% especially for a disabled or new driver. However% the indirect gear contact of the torque converter causes power loss during power transmission% and the complicated planetary gear structure ma"es the transmission heavy and easily bro"en.

O7ER DRI7ES4
4verdrive is a device to step up the gear ratio in the car.'t is fitted in between transmission and the propeller shaft. 't enables a high cruising speed to be attained with a comparatively low engine speed on long 9ourney. This results in less wear of the engine parts and decreases vibration and noise. !s the friction losses at lower speed are less%there is saving of fuel also with overdrive. 4verdrive is a device interposed between the transmission and propeller shaft to permit the propeller shaft to turn faster than% or overdrive% the transmission ratio shaft. 't is so called because it provides a speed ratio over that of the high speed radio. The overdrive permits the engine to operate only about <=> of the propeller shaft speed. *hen the vehicle is operating in the high speed ranges% which in turn e#tends the engine life% improve the fuel consumption and reduces vibration and noises. The overdrive is essentially suited to high powered cars employing three&speed gear bo#es% since in order to produce fle#ible top gear performance a low gear final drive may be necessary% resulting in the engine running faster at high speeds than is desired. (enerally an overdrive is fitted to the top gear only% but some sports cars have an overdrive on second% third and top gear% giving seven forward speeds. 4verdrive is usually employed to supplement conventional transmission. 't is bolted to the rear of the transmission between the transmission and the propeller shaft a slightly higher rear&a#le gear ratio is employed with an overdrive than without one.

The overdrive includes two essential devices% a freewheeling mechanism and a planetary gear set these are also e#plained in the following articles.

O7ERDRI7E CONSTR1CTION4

't consists of the following parts 1. ! set of planetary gear 2. ! solenoid and planetary gear arrangement for loc"ing the sun gear . ! rail and for" assembly lin"ed to dash control "nob for disconnecting the overdrive when not in use. 7. ! free wheel assembly or over running clutch that drives the main shaft below the cut in speed.

The planetary gears are used to increase speed by arranging to have the ring gear driven by the planet&pinion cage when the sun gear is loc"ed. Because the increase in speed of the main shaft decreases the power available to drive the wheels% the overdrive ratio can be used only when the engine is running fast enough to develop enough torque to offset this handicap. The ma#imum speed at which the engine can do this is called cut ! "#ee$% Below this speed% the drive is made $ rect by unloc"ing the sun gear. The ring gear is splined to the outer case of the freewheel assembly% which is a part of the overdrive main shaft. *hen the pawl is not engaged in the gear plate% the sun gear is unloc"ed and the planetary gears cannot transmit power. Then the unit is in direct drive. 'n this case% the power flows from transmission main shaft to the freewheel assembly and then to the overdrive main shaft.

O+erdri+e &pera#i& 4

'f the driver wants to &o !to over$r ve, when the car is travelling above a pre&determined cut&in speed -usually 5 to 55 "m/h/% momentarily releases the accelerator pedal. 'f the driver wants to co'e out o( t)e over$r ve, he merely pushes the accelerator pedal past the full throttle position. 'f the driver wants to *oc+ out o( t)e over$r ve, he pulls a control "nob on the car dash. The overdrive electric control serves the following purposes: 1. 't energi+es the solenoid as the car reaches cut in speed. 2. 't disconnects the ignition circuit momentarily.
1.

't opens the solenoid circuit when the&?ic":&down switch is close as the driver wants to come out of overdrive.

O+erdri+e E0e-#ri- C& #r&0s4

)ig. @hows a wiring circuit of electric control system used with the overdrive. *hen the driver wants to &o !to over$r ve, he pushes in the control "nob on the dash. *hen the car reaches out in speed% the governor closes its contacts to connect the overdrive relay winding to the battery. The overdrive relay in turn% closes its contacts to connect solenoid to the battery. 0ow the overdrive is ready to go into action. *hen the driver momentarily releases the accelerator pedal% the solenoid sends the pawl into a notch in the run gear control plate. This puts the transmission into overdrive. *hen the driver wants to co'e out o( over$r ve, he pushes the accelerator pedal past the full throttle position. 't causes the upper contacts of the "ic" down switch to open and the lower contacts to close. The opening of the upper contacts causes to open the overdrive relay circuit The overdrive relay% therefore% opens itsA contacts to open the solenoid circuit. !lso% closing the lower contacts in the "ic"& down switch causes to ground the ignition. *ith% this interruption of ignition system action% the engine stops delivering power and begins to slow down. *ith this action% the thrust on the solenoid pawl is relieved% and the spring pressure pulls the pawl out of the notch in the sun gear control plate. 't causes to underground the ignition coil and thereby permit the ignition system to function again. This series of actions ta"es place so quic"ly that no appreciable lag is noticeable in power delivery.

EXERCISES4

1.

'n a gear bo# the clutch shaft pinion has 17 teeth and low gear main shaft pinion 2 teeth. The corresponding layshaft-counter shaft/ pinion have 8 and 1B teeeth. The rear a#le ratio is .<:1 and the effective radius of rear tyre -wheel/ is 5.5 cm. $alculate the car speed if the speed of the engine is 25 rpm.

8A s519. , :)/!;
2. ! sliding mesh type of gear bo# with forward speeds only is to be designed. The gear bo# should have the following gear ratios available appro#imately: 1.<= 1.%= 2.% a d 3.9.The centre distance between the lay shaft-counter shaft/ and the main shaft is <B mm and the smallest gear is to have at least 18 teeth with a diametral pitch of .25 mm. $alculate the number of teeth of the various gears and the e#act gear ratios thus available. 8AnsNo of teeth on clutch shaft-A Correspondi ng gear on counter shaft-8 First Gear No of teeth on counter shaft First Gear No of teeth on main shaft Second Gear No of teeth on counter shaft Second Gear No of teeth on main shaft Third Gear No of teeth on counter shaft Third Gear No of teeth on main shaft

TA=16 TB= ! Gear ratios .

TC=16 &'()1

T"= !

T#=!1 TF=!$ !'*$)1

TG=!$ T%=!1 1'**)1

!n automotive gear bo# gives three&forward speeds and one reverse speed with a top gear ratio of unity and bottom gear ratio of appro#imately . :1.The centre distance between the shafts is to be 11= mm appro#imately. (ear teeth of module .25 mm are to be employed. )ind the number of teeth for various gear wheels and the e#act gear ratios. +Ans

No of teeth on clutch shaft-A

Correspondi ng gear on counter shaft-8

First Gear No of teeth on counter shaft

First Gear No of teeth on main shaft

Second Gear No of teeth on counter shaft

Second Gear No of teeth on main shaft

,e-erse Gear No of teeth on counter shaft

,e-erse Gear No of teeth on main shaft

TA=!&
7.

TB=&&

TC=!&

T"=&&

T#= & TF= &

T.=!!

T/=&(

Gear ratios ' 6)1 1'8 *)1 ' )1 The input shaft of an epicyclic type of gear bo# has two sun wheels each with 25 tteth splined to the shaft.Their corresponding annuli have 1== teeth each.The output shaft has a sun running free on that shaft with 7=teeth%while the corresponding annulus has B= teeth.$alculate the first%second and reverse gear ratios.

+Ans-First gear ratio-*)10second gear ratio-

1'!*)10,e-erse gear ratio-!)11