Professional Documents
Culture Documents
CHAPTER-4 Power Train System
CHAPTER-4 Power Train System
POWER TRAIN
SYSTEM
Introduction
Power transmission has to take place between engine and driven wheels.
The torque of the engine is transmitted via
Clutch,
Transmission,
Drive shaft and
Differential to the wheels
Drive Train (Drive line)
power transmitting parts of a car between the flywheel and the wheels.
Power train
essentially the driveline and engine together, but may be train to include
other related parts of the vehicle such as the exhaust or fuel system
Introduction
General arrangement, different component parts with
different duties
Arrangement of Power Train
Different engine- and drive line-arrangements
CLUTCH
Introduction
What is the difference between Clutch and Brake
Clutch
is a device that connects and disconnects two collinear shafts.
Similar to couplings
Operating by Friction principle and hence heat dissipation
Brake
is a device used to stop the rotation of a shaft.
Operating by Friction as a stationary part bears on a moving
part.
Heat dissipation is a problem
Introduction
Definition of Clutch
Clutch is a device to connect driving and driven shafts of
a machine, where the driven shaft can be disconnected
almost instantaneously from the driving shaft as desired
by the operator or driver.
Necessity of Clutch
Allows gradual engagement of two rotating plates
Engine flywheel, Clutch disk and Pressure plate
T 2pr 2 dr
P
r1 p
(r22 r12 )
2
3
p r23 r13 2
T
P 3 3
2 2
r r1
3 (r2 r1 )
2
2 r23 r13
T P 2 2
3 r2 r1
2 r23 r13
T PReff , Reff 2 2
3 r2 r1
Uniform Wear (Pr=C)
r2
T 2pr 2 dr
r1
r2
2pr r dr
P
r1
p
r2 (r22 r12 )
r 2
r r
2pr 2pr 2 1
2 r1 2 T r P 2
2
2 2
r r
( r2
2
r1 )
1
T P ravg P
r2 r1
2
r2 r1
T PReff , Reff
2
Example
An Automobile is fitted with a single plate clutch to
transmit 22.4 kw @ 2100 rpm. The total axial load on
the clutch plate is 1450N. The outside diameter of the
friction face is 250 mm. Both sides of the plates are
effective and μ=0.35. Assuming uniform wear, calculate
the inner diameter of friction face.
Given Required
P=22.4 kW do=250 mm di=?
N=2100 rpm μ=0.35
W=1450 N Uniform wear
Solution
The torque transmission on both sides of the plate
T=2μWReff
P
p
To determine the torque transmission
(r22 r12 )
2NT 60,000T T 60
,000
22 P .4 2
2 r1.86 Nm
P T
2
r 2
r101
2
60,000 2N 2 2100
( r2 r1
)
Clutch Housing
The clutch housing is a stamped or cast metal part, which
houses the clutch and connects the transmission housing
to the back of the engine.
Inside Clutch Housing Components
Inside Clutch Housing Components
The Flywheel
The flywheel is a fairly large wheel that is connected to
the crankshaft. (Stores K.E during engine power stroke
and release during idle strokes)
The clutch assembly is mounted to the flywheel,
sandwiching the clutch disk in between
provides a friction surface to the clutch
Pilot bearing is installed in a hole in
the center of the flywheel
Inside Clutch Housing Components
The Flywheel
This lubricated bearing, either
a ball bearing or
a bronze bushing,
is used to
support one end of the clutch
shaft, which is also the
transmission input shaft.
Inside Clutch Housing Components
Friction/Clutch disc
Consists of
a splined hub and
a round metal plate covered with friction material or
disc lining or facing
is made of heat-resistant asbestos, cotton fibers, and copper
wires woven or molded together.
Grooves are cut into the friction material to aid cooling and
release of the clutch disc.
Rivets are used to bond the friction material to both sides of
the metal body of the disc.
Inside Clutch Housing Components
Torsion springs, to absorb the torsional vibration of the crank
shaft and some of the vibration and shock produced by clutch
engagement
Cushion spring, the steel disk is slightly twisted to make the
engagement gradual as the disk flattens out.
Inside Clutch Housing Components
Pressure Plate assembly
There are two types
Pressure plate assembly with coil spring
Pressure plate assembly with Diaphragm type spring
Pressure plate assembly with coil spring
The main parts of a pressure plate assembly are:
Pressure plate cover
Pressure springs( coil springs)
Pressure plate
Release levers
Eye bolt assembly
Inside Clutch Housing Components
Pressure plate assembly with coil spring
Inside Clutch Housing Components
Pressure plate assembly with Diaphragm type spring
The diaphragm spring is a large, round disc of spring steel,
which has a solid outer ring and individual tapered fingers.
The tapered fingers also serve as release levers.
1 Gear
II- level
I- level
3rd Gear
o A B C
Speed
Necessity of Transmission
Let the vehicle is traveling on a top gear and the total resistance is taken
curve-I
OB is the stabilizing speed
The speed below OB (OA) give acceleration
The speed beyond OB (OC) gives deceleration
If the vehicle negotiate the curve-III obstacle
The top gear curve does not cross curve-III, i.e the vehicle can not go at this
gear to overcome the give resistance
If the gear shifted to the 2nd gear
OA is the stabilizing speed
Similarly with the 2nd gear not possible to negotiate the curve-IV resistance, for
which the 1st gear has to be selected
Types of Transmission
Manual Transmission
Sliding Mesh Gearbox
Constant Mesh Gearbox
With Dog Clutch
With Synchromesh
Automatic Transmission (AT)
Continuously variable Transmission (CVT)
Infinitely Variable Transmission (IVT)
Manual Transmission
Major components of a manual transmission
Transmission Case (20)
Extension Housing (21)
Transmission Shafts
the input shaft or clutch shaft (1)
the countershaft, or cluster gear shaft (12)
the reverse idler shaft (14)
the main shaft or the output shaft (5)
Transmission Gears
input gear, countershaft gears(11), main shaft gears(4,6,7,8), and the
reverse idler gear(13)
Shift Linkage and Levers
TRANSMISSION OIL
Manual Transmission
Sliding Mesh Gearbox
The simplest type of Gearbox
has two or more shafts mounted in parallel or in line, with
sliding spur gears arranged to mesh with each other and
provide a change in speed or direction
Main Shaft
A F D
Lay Shaft
B C G
E
Sliding Mesh Gearbox
2nd Gear
1st Gear A F D
A F D
B E C G
B E C G
A F D A F D
B B E C G
E C G
Reverse Gear
Top Gear
Sliding Mesh Gearbox
The limitations
Low mechanical efficiency
The noise level id high
The driver required considerable skill in changing
the gear
Constant Mesh- Dog Clutch
also known as the collar shift transmission
In this types, all the gears are in constant
mesh with the corresponding gears on the
lay shaft
Transmission Transmission
Manual Synchromesh Compound Epicyclical
G. Box G. Train
Introduction
Manual synchromesh
Planetary Gears Gear Train
Torque Converter of
Manual G. Box Clutch
Automatic Transmission
Introduction
Gear shifting of Automatic transmission depending on
Throttle Position
Vehicle Speed
Position of the Shift Lever
Automatic Transmissions can be divided in two groups
Fully Hydraulic Controlled Transmission (HCT)
Electronically Controlled Transmission (ECT)
Introduction
Advantages of AT compared with Manual Transmission
free acceleration with out Interruption
Reduces driver fatigue by eliminating Clutch operation &
Constant Shifting Gears
Automatically & Smoothly shift gears at speed s appropriate to
the driving conditions
Prevents the engine & drive line from becoming overloaded,
because it connect them Hydraulically via torque converter
rather than mechanically
Major Components of AT
Torque Converter
Planetary Gear Unit
Hydraulic Control Unit
Manual Linkage
Automatic Transmission
Fluid
Major Components of AT
Torque Converter
Torque Converter
provides a smooth and automatic take-up of the drive and at
the same time multiplies the output torque from the engine,
Roles of Torque Converter
Multiplying the torque generated by the engine
Serving as Automatic Clutch, which transmits (or does not
transmit) the engine torque to the transmission
Absorbing the torsional vibration of the engine and drive train
Serving as a fly wheel to smooth out engine rotation
Driving the oil pump of the hydraulic control system
Torque Converter Components
It transmits torque
only in one
direction
Introduction- Clutches
clutch
Brake & Clutches
Difference between Clutches & Brakes
Clutches are integrated with two different planetary gear components
for example, input shaft and sun gears, overdrive sun gear and
overdrive planetary carrier, etc
are therefore always revolving with them
Their function is to bring the rotational speeds of the two components
up or down to the same speed, and to cause them to rotate in the
same direction
Brakes do not move - they are fixed to the transmission case and
serve only to halt the rotation of the planetary gear unit components
Hydraulic Control System
Hydraulic Control System
The hydraulic control system consists of
Oil pan, which acts as the fluid reservoir;
Oil pump, which generates the hydraulic pressure
various valves having various functions
fluid passages and tubes, which deliver the transmission fluid
to the clutches, brakes,
Most valves in the hydraulic control system are housed
in the valve body assembly under the planetary gears
Hydraulic Control System
Hydraulic Control System
Roles of hydraulic control system
Supplying transmission fluid to the torque converter.
Regulating the hydraulic pressure generated by the oil pump.
Converting the engine load and vehicle speed into hydraulic
"signals".
Applying hydraulic pressure to the clutches and brakes to
control planetary gear operation.
Lubricating rotating parts with fluid.
Cooling the torque converter and transmission with fluid.
Manual Linkage
The automatic transmission up-shifts and down-
shifts automatically. However, two linkages allowing
manual operation by the driver are connected to the
automatic transmission.
These linkages are
the selector lever and cable,
the accelerator pedal and throttle cable
Manual Linkage
SHIFT SELECTOR LEVER (SHIFT LEVER)
The shift selector lever corresponds to the gearshift lever of
the manual transmission
It is connected to the transmission via a cable or linkage
The driver can select the driving mode –
Forward,
Reverse,
Neutral,
Parking
Manual Linkage
In almost all automatic transmissions, the forward mode
consists of three ranges:
"D" (Drive),
"2" (second)
"L" (low)
For safety, the engine can be started only when the shift
selector lever is at the "N" (neutral) or "P" (park) position; that
is, when the transmission cannot transmit power from the
engine to the drive train.
Manual Linkage
Manual Linkage
ACCELERATOR PEDAL
The accelerator pedal is connected to the throttle valve of the
carburetor (to the throttle body in an EFI engine) by the
accelerator cable.
The degree of accelerator pedal depression that is, the throttle
valve opening is correctly transmitted to the transmission by
this cable.
The automatic transmission up-shift and down-shift speeds
depend on the engine load (the throttle valve opening), and the
driver can vary these by controlling the amount of accelerator
pedal depression.
Manual Linkage
When the accelerator pedal is depressed a little, transmission up- and
downshifting occur at relatively low vehicle speeds.
When the accelerator pedal is depressed further, shifting occurs at
relatively high speeds.
The accelerator and throttle cables must be adjusted correctly to the
specified lengths because correctly-timed transmission shifting
requires conversion of the amount of accelerator pedal depression
into the correct engine throttle valve opening angle, and correct
transmission of that valve opening angle to the transmission.
Manual Linkage
1st gear is unique because it uses both front rear planetary gear
sets
The forward clutch (C1) is applied in all forward gears & drives
the ring gear of the front planetary gear set.
When the ring gear rotates CW, it causes the pinion to rotate CW
since the sun gear is not held to the case.
The sun gear rotates in CCW direction
The front Planetary carrier which is connected to the out put shaft
rotates, but more slowly than the ring gear, so for practical
purpose, it is locked un to the case by the one way clutch No.2
(F2) Turning torque is is transferred to thr rear planatary by the
sun gear which is turning CCW.
Hydraulic Circuit for 1st Gear
Gear Train Shafts
There are 3 shafts
The input shaft
The Sun Gear Shaft
Out Put shaft
The input shaft
is driven from the turbine in the torque converter
It is connected with the front planetary ring gear through the multiple clutches
The Sun Gear Shaft
Which is common to both the front and rear planetary gear set.
Transfers torque from the front planetary gear set to the rear planetary gear set
The out put shaft
Is splined to the carrier of the front planetary gear set & to the ring gear of the
rear planetary
Provide turning torque to the rear wheels or the overdrive unit.
Operation of PG
In Planetary Gear design, it is possible to get
different gear ratios Forward & Reverse
Forward Under drive-1
Drive Shaft
The main function
Rotational Motion
Torsional Vibration
Types of Drive shafts
There are two types of drive shafts,
the Hotchkiss drive and
the Torque Tube Drive
Hotchkiss drive Shaft
External shaft and u-joints
Used with leaf or coil springs
One or two piece
Torque Tube drive shaft
Drive shaft is enclosed Ridged shaft
Rear mounted transaxle
Flexible shaft
Propeller Shaft
Importance of using hollow Shaft
to improve strength to weight ratio
U-JOINTS
The importance of using U-Joint
To transmit torque between 2 shafts where they
are connected at an angle.
Types of Drive shaft U-joint
cross and roller,
ball and trunnion, and
double-cardan (constant velocity).
U-JOINTS
Cross and Roller Universal Joint
The cross and roller design is the most common type
of drive shaft U-joint. It consists of four bearing caps,
four needle roller bearings
Parts of U- Joint
Cross Trunnion (spider)
Needle bearings
Driven and driving yokes
Snap rings inside or outside
Caps
U-bolts or straps
U-JOINTS
Ball and Trunnion Universal Joint
The ball and trunnion universal joint is a T-shaped shaft
that is enclosed in the body of the joint
The trunnion ends are each equipped with a ball, mounted
in needle bearings. and move freely in grooves in the outer
body of the joint, in effect, creating a slip joint.
Compensating springs at each end of the drive shaft hold it
in a centered position.
Universal Joint
The input and out put shafts DO NOT rotate at a
constant velocity nor are they vibration free
Speed fluctuation that depends on inclination angle
NB Cos A
Max Min A Cos
N A 1 Cos 2 Sin2 Cos
Max fluctuation 2
A A
B Max
Cos
B min ACos
B
Universal Joint
Speed variation
with inclination can
produce
shaft inertia
excitation
Vibration, wear, &
noise
Universal Joint
The Vibration or maximum fluctuation in speed of
the driven shaft can be decrease by
Having a mass ( a sort of fly wheel) on the driven
shaft
Double Hook Joint
B/n driving and driven shafts an intermediate shaft
with a hook joints at each end (Phasing of U-Joint)
Universal Joint
Double Hook Joint
PHASING OF U-JOINTS
To cancel this vibration, the shaft should have two joints
and equal and slight angles to each other
If the driving, intermediate & drive shaft at the same time
rotate through angle θ &α
Acceleration-torque reaction
Brake-torque reaction
Final Drive
Final Drive
The Function of Final Drive
Transmit torque from drive shaft to drive axles and rear wheels
Transmit torque at a 90 degree angle
Provides a gear reduction between the drive pinion and drive
axles.
Split driving torque between the two wheels
Allows drive wheels to turn at different speeds when turning
corners.
Supports the Chassis, drive axles, and differentials
Provides the means to attach the suspension system brake
assemblies, and drive wheels
Final Drive Components
Differential drive pinion yoke (flange)
connects drive shaft to differential ring gear.
Drive pinion:
transmits torque from drive shaft to differential ring gear
Ring gear
transmit torque from drive pinion to differential case
Differential case
transmits torque from ring gear to differential pinion shaft
contains differential pinion shaft; differential pinion gears, and
axle side gears.
Final Drive Components
Final Drive Components
Differential case side bearings:
Support differential case in axle housing
Differential pinion shaft: (Pinion Gear)
transmit torque from differential case to differential pinion gears.
Differential pinion gears: (Sun Gear)
transmit torque from differential pinion gears to axle gears, allow axle gears to turn
at different speeds when cornering.
Axle side gears:
transmit torque from differential pinion gears to drive axles
Drive axles:
transmit torque from axle side gears to drive wheels
Axle housing
supports and contains the differential assembly and drive axles and support the
chassis
Differential
the differential consists of two parts,
Final gears
Differential gears
Final reduction
Crankshaft rotation, after being modified by the transmission, is further reduced
by the final gear to obtain a greater torque.
Differentiation
Front and Rear Differentials
The differential gear assembly is designed to permit the inner rear wheel
to turn at a different speed than the other when the vehicle is changing
direction (cornering, etc., as shown below) so that wheels do not slip
Differential
Final Reduction
To provide permanent speed reduction
It consists of bevel pinion and crown wheel (Gear)
The 3 types of gears which can used for final drive are
Straight bevel gear
Spiral bevel gear
Hypoid gear
HELICAL GEAR
(Front-wheel-drive vehicles)
Principle of Differential Gear Units
Basic Construction Of The Differential Gear Unit
Power Flow
Crankshaft rotation
propeller shaft
drive pinion
ring gear
differential case
differential pinion
Side (Sun) gears
axle shaft
wheel
Basic Function Of The Differential Gear Unit
three-quarter floating
Fully floating
Types of Axle Shaft
Semi-floating
is used in passenger vehicles and
light trucks
The shaft as well as the housing
will have to resist all the stresses
mentioned above (supports the
weight of the vehicle)
The inner end of the axle is
carried by the side gears in the
differential housing
the weight of the differential and
the stresses caused by its
operation that are taken by the
axle housing
Semi-floating
A tapered roller of ball-type bearing transfers the load from the
shaft to the housing
The axle shafts take the stresses caused by turning, skidding, or
wobbling of the wheels.
The axle shafts are flanged or tapered on the ends
When the tapered axle is used, the brake drum and hub are
pressed onto the shafts, using keys to prevent the assemblies
from turning on the shafts
In some cases, the outer ends of the shafts may have serrations
or splines to correspond with those on the drum and hub
assembly.
Fully floating
This is generally fitted on commercial vehicles where torque
and axle loads are greater. used in many heavy-duty trucks)
The axle shaft is connected to the drive wheel through a bolted
flange
The drive wheel is carried on the outer end
of the axle housing by a pair of tapered
roller bearings
The bearings are located outside the axle
housing.
the axle housings take the full weight of
the vehicle and absorb all stresses or end
thrust caused by turning, skidding, and
pulling.
Only the axle shaft transmits torque from
the differential
RWD BEARING
Three styles of RWD solid axle bearings.
Ball Axle Bearing
Straight-Roller Axle Bearings
Tapered-Roller Axle Bearings
RWD Bearings
Straight Roller Axle Bearing
Bendix-Weiss constant
velocity joints
Locking Hubs
The front drive axle of a four-wheel drive axle
requires locking hubs
Locking hubs transfer power from the driving axles
to the driving wheels on a four-wheel drive vehicle.
There are three basic types of locking hubs, which
are as follows:
Manual locking hub
Automatic locking hub
Full time hub
Additional features of F.D.
Double Reduction differentials
To secure Additional gear reduction through the differential and
provide a higher gear ratio between the engine and the rear
wheels, some large trucks use double reduction differentials
Limited slip differentials (LSD)
When one wheel slips on ice, the other wheel can not deliver
torque. All turning effort goes to the slipping wheel. To provide
good traction even though one wheel is slipping, a limited slip
differential is used in many cars
the clutches or lones lock the case to the differential side gears.
This prevent differential action. Both axles now turn at the same
speed.
LSD
The common types of LSD
Clutch-type
Viscous Coupling
Locking (electric, pneumatic or hydraulic)
Torsen
Locking
The End