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Automobile Moduleii
Automobile Moduleii
Transmission System
Presented By
Anoop P
clutch is engaged only when the vehicle is to move and is kept engaged when the
vehicle is moving.
to transmit the engine power to the road wheels smoothly without jerks to the
transmission system while setting the vehicle in motion.
to permit the engaging of the gears when the vehicle is in motion without damaging
the gear wheels.
Torque transmission
Gradual engagement
Heat dissipation
Dynamic balancing
Vibration damping
Size
Inertia
Clutch free pedal play
Ease of operation
Driving Members
Driven Members
Operating Members
Pressure plate is made of cast iron and is of the same size as of the clutch disc
It has a clutch disc/plate which is gripped between the flywheel and pressure plate
by the action of springs
Clutch plates are perforated for quick and effective dissipation of heat generated
due to friction surfaces
It consists of
Foot pedal and linkage
Release or throw out bearing
Release levers and springs
Cone clutches
Multi-plate clutch
Centrifugal clutch
Fluid Coupling
Fluid flywheel Works on the transfer of energy from one rotor to the other by means of fluid
pressure.
The only advantage of the cone clutch is that the normal force acting on the
contact surfaces in this case is larger than the axial force, as compared to the simple
single plate clutch in which the normal force acting on the contact surfaces is equal
to the axial force.
Disadvantages
If the angle of cone is made smaller than about 20° the male cone tends to bind or
join in the female cone and it becomes difficult to disengage the clutch.
This is very commonly used in cars, light Lorries and mini trucks but is not much
used in heavy vehicles
It prevents engine from stalling in other words minimizes engine braking force.
Disadvantages
This clutch is not appropriate for transferring significant torque or power because
they can slip if loaded heavily.
Sometimes the centrifugal clutch do not engage or disengage reliably and therefore
can cause a safety hazard.
The gear box is necessary in the transmission system to maintain engine speed (or
torque) at the most economical value under all conditions of vehicle movement.
An ideal gear box would provide an infinite range of gear ratios, so that the engine
speed should be kept at or near that the maximum power is developed whatever
the speed of the vehicle.
Helps to select torque ratio between the engine and wheels to be varied for rapid
acceleration and for climbing gradients.
It is the transmission in which any speed may be selected from the neutral position.
In this type of transmission neutral position has to be obtained before selecting any
forward or reverse gear.
1. I speed gear
2. II speed gear
3. main shaft
4. III speed gear
5. top and III speed engaging
dogs
6. top gear
7. primary shaft or main drive
gear
8. counter shaft/cluster gear
35 Dept. of Mechanical Engg - MITS
36 Dept. of Mechanical Engg - MITS
Advantages
Compared to the sliding mesh type, the constant mesh gear box has the following
advantages:
As the gears have to remain always in mesh, it is no longer necessary to use straight
spur gears. Instead, helical gears are used which are quieter running.
Wear 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.
Disadvantages
The synchromesh type of transmission has the big advantage of allowing smooth
type and quick shifting of gears without danger of damaging the gears and without
necessity for double clutching.
The synchromesh gear box is considered the most advanced and has been adopted
in most cars.
In this case gear changes are effected automatically without manual assistance.
Torque Converter.
Gearbox of planetary type with friction brake bands and multiple disc clutch
operated by hydraulic system.
Hydraulic Control System This system has a source of hydraulic pressure servo
units and control valves.
Ease of control, i.e. it relieves the driver from fatigue due to the elimination of
clutch and gear controls.
Smooth operation.
High cost.
Complicated design.
As the name implies, it converts the torque or tuning effort of engine into higher
torque needed by cars at low road speed.
Direct drive
Locking together the sun and planet gears
The entire planetary set rotates as a single unit
Reverse
Locking pinion carrier/arm
Sun gear is the driving member and ring gear the driven
Here planet gears are free to rotate about their own axes
55 Dept. of Mechanical Engg - MITS
Neutral
None of the driving members is coupled to planetary gear set
Overdrive
Sun gear is held stationary
Planet carrier is the driving unit and the ring gear is driven
The overdrive permits the engine to operate only about 70 percent of the
propeller shaft speed, when the vehicle is operating in the high speed ranges.
It is bolted to the rear of the transmission between the transmission and propeller
shaft
A slightly higher rear-axle gear ratio is employed with an overdrive than without
one.
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%.
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.
Usually a slightly higher rear –axle gear ratio is employed with an over –drive then without
one.
DRAWBACKS
In descending long steep hills where the braking effect of the engine would be lost due to slip
The driving force available at the wheels is less in case of vehicles with over-drive.
The hydraulic control system consists of an oil pan (which acts as fluid reservoir),
Various valves (controls oil path to lock and unlock various clutches and band
brakes)
This valve is located in the hydraulic control unit, and actuated by drivers selector
unit.
It determines which gear ratio to be selected.
The position of the selector lever can be used to vary the working pressure of shift
valves.
Operation of the lever moves the valve and uncovers the fluid port that supplies
hydraulic pressure to clutches and brake bands to obtain the desired gear position.
Speed Sensing
Load sensing
The propeller shaft connects the transmission main or the output shaft of the gear
box to the differential of the rear axle.
The propeller shaft transmits the power from gear box to rear axle with the help
of universal joints.
Shaft diameter and its thickness decide the torque carrying capacity and angle of
operation.
For long transmissions split type propeller shafts with central support are used.
A simple universal joint does not transmit the motion uniformly when the shafts
are operating an angle. Because of this, two universal joints are used in a vehicle,
one between the gear box and the propeller shaft and other between the propeller
shaft and the differential pinion shaft.
On wheeled vehicles, the axle may be fixed to the wheels, rotating with them, or
fixed to the vehicle, with the wheels rotating around the axle.
In the former case, bearings or bushings are provided at the mounting points where
the axle is supported.
In the latter case, a bearing or bushing sits inside a central hole in the wheel to
allow the wheel or gear to rotate around the axle.
Dead axle, also called lazy axle, is not part of the drive train but is instead free-
rotating.
Many trucks and trailers use dead axles for strictly load-bearing purposes.
A dead axle located immediately in front of a drive axle is called a pusher axle.
A live axle is a type of beam axle in which the shaft transmits power to the wheels.
The drawbacks are that it does not allow each wheel to move independently in
response to bumps.
In case of vehicles having common axle for drive and steering will be employed with
constant velocity joints, so that no transfer losses are possible while steering.
Rear axle behaves like a beam supported at the ends and loaded at two points.
The load coming on the axle is due to the weight of the body being transmitted
through the suspension springs.
Torque produced by the engine causes the thrust on the wheels, which is
responsible for the forward motion of the vehicle.
The drive force from the wheels is transmitted to the body or chassis by means of
leaf springs or Radius rods (strut rod / thrust members).
These members are in longitudinal direction connecting axle casing and the body.
If the road wheels are prevented from rotation, with propeller shaft rotating it is
seen that the bevel pinion tend to roll around the crown gear of the differential.
This tendency is also present when the vehicle is running so that bevel pinion
always tends to climb round the crown wheel.
Thus there is a force on axle casing to rotate. This is called torque reaction.
Side thrust comes mainly when the vehicle is taking a turn or when the vehicle is
moving along an laterally inclined surface.
The side thrust coming on to the axle can be taken by Panhard rod.
The spring is fixed rigidly in the middle onto the frame. The drive torque is
transmitted through the front half of the springs.
The front end of the leaf suspension is rigidly fixed onto the frame while the rear is
connected via a shackle.
Two universal joints are used to avoid the bending of the propeller shaft due to the
torque reaction.
Sliding joint is provided to accommodate for the variation of the length in the
transmission shaft.
Torque reaction, driving thrust and side thrust are taken up by the leaf spring and
universal joints
The suspension springs are takes only the side thrust and body weight.
One end of the torque tube is attached to the axle casing while the other end is
spherical and fits into the cup on the frame.
Torque tube takes the torque reaction and centre line of the bevel pinion shaft always
passes through the centre of the spherical cup.
Single universal joint is used in the transmission drive because the universal joint is
situated exactly at the centre of the spherical cup.
No sliding joint is provided since the pinion shaft and the propeller shaft moves same
center ( spherical cup).
89 Dept. of Mechanical Engg - MITS
Radius rods
The side way forces are transmitted to the axle from the frame normally by the
springs.
In such cases a transverse radius rod is provided parallel to the wheel axis, which is
pivoted at one end to the axle and other end to the frame
The ball and socket joints are used at the end of the rods to provide relative
motion
Axle is relieved from all strains due to load of vehicle and end thrust, hence its duty
is only to transmit rotary motion to the wheels
Also we can remove the axle shaft without disturbing the axle hub and wheel
The wheel hub is rigidly fixed to the outer end of the axle shaft.
For replacement of the axle shaft, the vehicle is jacked up. The wheel, the drum and
the bearing retainer plate must be removed in order to remove the axle shaft.
The axle shaft is not supporting any weight but will have to withstand the end
thrusts besides transmitting the driving torque.
Due to the reason that three quarter floating axle has only one bearing at the outer
end, but even then it takes some bending stresses, it, therefore, is not resembling
the fully floating type.
96 Dept. of Mechanical Engg - MITS