1 INTRODUCTION

1INTRODUCTION
1.1 WELCOME AND INTRODUCTION

Welcome to FUSO Academy mechanic qualification system training course.

During this training course, you will gain the knowledge that needed as a FUSO’s maintenance
technician.
We wish you much success in the course, and hope these days will prove to be informative!

1.2 TRAINING OBJECTIVES

As a Mitsubishi FUSO mechanic, you must be

familiar with the automotive engineering, structure & function of Mitsubishi FUSO vehicles, accurate
diagnostic ability.
able to make a good communication with customer to identify customer needs, requirements, and
especially make questions of vehicle condition when diagnostic operation.

Let us start training with us to achieve the goals!!

1.3TRAINING RULES

To make this training meaningful, we shall enact the rules!! ;

Be active in the training.
Everyone is responsible to meet personal goals.
We consider mistake as an important part of learning process.
In the course, Silent means agreement. “OK” or “I’ve got it”.

1.4NOTICE

Mobile phones must be turned off or set to silent mode, and refrain from talking on the phone
during in the course.
(In every 1 -1.5hr, we will have a short break)
When you’ve got urgent call, get out the room and pick up.
Keep your valuable things well.
Must smoke in designated smoking area.
Feel free to have coffee and refreshments.
Usage of this training center

　
2. POWERTRAIN

2 POWERTRAIN
2.1WHAT IS POWERTRAIN ?

The “powertrain” is a general term for the units which transfer the rotational energy generated by the
engine to the drive wheels effectively.

Reduction
&
differential
Engine Clutch Transmission

Propeller shaft Tire

2. POWERTRAIN
<Japanese Proverb>
聞くは一時の恥、聞かぬは一生の恥。
To ask may be a moment's shame, but not to ask and to remain ignorant is an everlasting shame.
Powertrain is an apparatus to transmit a power of engine to the drive wheels.

What performances are required to powertrain??

Work in groups for 5min.

Ex;
- Low friction, etc..
2. POWERTRAIN

2.2 CLUTCH

Clutch is a device to connect / disconnect the transmission of power of the engine to the transmission.

Engine Clutch Reduction & Differential

Transmission Propeller shaft Tire

Types of clutch
2. POWERTRAIN

An example of coil spring type

The connection of the clutch is performed by the pushing power of the coil springs.
Coil spring

Release lever

Transmission

Engine
Pressure plate

Clutch disc
Flywheel (Clutch disconnected)
<Advantage>
 Pressure to push the clutch disc is extremely strong.

An example of diaphragm spring type

The disc-shaped spring (diaphragm) has both functions as spring and release lever.

Diaphragm spring

(Clutch disconnected)
<Advantage>
 Capable of reducing the clutch pedal effort.
 Pressure is applied evenly.
 Structure is simple with less parts required.
 Less impact from centrifugal force.
2. POWERTRAIN

Clutch coding of Mitsubishi vehicles


2. POWERTRAIN

2.3 TRANSMISSION

Transmission is an apparatus to change the direction of rotation, rotation speed and torque of the engine
output.

Engine Clutch Reduction & Differential

Transmission Propeller shaft Tire

Cross-section (M060S6)
2. POWERTRAIN

Basic power transmission

Clutch Main shaft

Drive pinion
From engine To propeller shaft

Counter shaft
2. POWERTRAIN

Basis of gear ratio

Example of gear ratio calculation

First gear

From engine To propeller shaft

Gear ratio ᧹ î ᧹ ᧹ 6
25 20
2. POWERTRAIN

Type of gear shift mechanism 1: Constant mesh type

Main shaft gear is freewheeling on the main shaft, while other gears are always engaged.
Power is transmitted by engaging the constant mesh sleeve with this gear.

Clutch disc
Sliding gear

Freewheeling

Counter shaft

Type of gear shift mechanism 2: Synchromesh type

This is the current major method. Synchronizing mechanism is added to the constant mesh type
previously described.
When engaging gears, the engagement is achieved after synchronizing the rotation speeds of engaging
gears by the friction effect of a synchronizer ring (cone-shaped clutch).
2. POWERTRAIN

Type of gear shift mechanism 2: Synchromesh type

2nd gear

Synchronizer
sleeve
Main shaft

3rd gear

Counter shaft

Type of gear shift mechanism 2: Synchromesh type

2. POWERTRAIN

Transmission coding of Mitsubishi vehicles

Overdrive and direct drive

 Overdrive
 The speed of the highest gear is faster than the engine output shaft speed (gear ratio is lower than 1).

 Direct drive
 The speed of the highest gear is the same as the engine output shaft speed (gear ratio is 1).
2. POWERTRAIN

2.4 PROPELLER SHAFT

The propeller shaft transmits power from the transmission to the reduction and differential.

Engine Clutch Reduction & Differential

Transmission Propeller shaft Tire

2. POWERTRAIN

Propeller shaft coding of Mitsubishi vehicles

2. POWERTRAIN

2.5 REDUCTION & DIFFERENTIAL

Reduction & differential is a device for reducing propeller shaft speed, increasing torque, and changing
the rotational direction (reduction mechanism), and for absorbing speed difference between right and left
wheels while cornering (differential mechanism).

Engine Clutch Reduction & Differential

Transmission Propeller shaft Tire

Reduction mechanism
2. POWERTRAIN
2. POWERTRAIN

Reduction mechanism - Hypoid gear

Ring gear

Reduction pinion

The centerline of the reduction pinion is engaged offset with the centerline of the ring gear. Witha large
twist of the teeth, this gear is widely used.

[Advantage]
The gravity center of vehicle is low, and vehicle stability is improved. Since thegear contact area is large,
engagement is wide and the operation noise is quiet.
2. POWERTRAIN

Differential mechanism

Power from the reduction gear is transmitted to the axle shafts via the differential pinions and the
differential gears.

When a truck turns a curve smoothly, the outsidetires must run a longer distance than theinside tires. This
means that the revolutions ofthe outside wheels needs to be made fasterthan that of the inside wheels. On
a roughroad, a truck cannot run smoothly withoutslight offset of the left and right tire revolutions.
The differential gear automatically providesthe left and right tires with a revolution
difference(differential) for smooth running. It is alsocalled a differential system.
2. POWERTRAIN

Differential mechanism

<During straight traveling>

When the same road resistance is applied on the left and right tires, both wheels revolve at thesame speed.
The differential pinion gear engaged with the differential gear does not rotate byitself, and two differential
gears have the same turns (revolutions) as that of the ring gear.
2. POWERTRAIN

<During turning>

When tires at one side have a larger road resistance than the other at a curve, the differentialpinion gear
turns to move the outside wheels additionally.
The inside wheels have a larger road resistance than the outside wheels do, and their speed isreduced.
The differential pinion gear rotates on the spider and drives the differential gear with smallerroad
resistance to give differential action.

Traveling distance is
longer.

Differential pinions: Rotate.

2. POWERTRAIN

Reduction & differential coding of Mitsubishi vehicles

2. POWERTRAIN

2.6 TIRE

Speed symbol
Service
Load index: Dual
description
Load index: Single
Nominal rim diameter code Dimensional and
constructional
Construction code characteristics
Nominal aspect ratio (Tire size
designation)
Nominal section width

Ply rating
Nominal rim diameter code
Tire construction code
Nominal section width code

Example of tire size indication

2. POWERTRAIN

(Reference)
Table of Load-Index (LI) & Tire Load-Carrying Capacity (TLCC)

(Reference)
Table of Speed Symbol (SS) &Maximum Velocity (V-MAX)
2. POWERTRAIN

For details, refer to JATMA YEAR BOOK, ETRTO STANDARDS MANUAL (2011) and YEAR BOOK
- THE TIRE AND RIM ASSOCIATION, INC. (2013).

JATMA: For Japanese products

ETRTO: For European products
Year Book - The Tire and Rim Association: For US products
2. POWERTRAIN

3CHASSIS UNDER CARRIAGE

3.1 AXLE & SUSPENSION

Front axle
Rigid axle type suspension

Independent type suspension

2. POWERTRAIN
2. POWERTRAIN

Advantage / disadvantage of front axle types

Advantage Disadvantage
1. Suspension movement of one wheel is 1. Needs large number of parts
not affected by that of the other wheel and complex
Independe
nt
2. Capable of reducing unsprung mass 2. Total suspension mass is
heavy
1. Structure is simple with less parts 1. Unsprung mass is heavy
required
2. Movement of one wheel
2. Higher strength affects the other wheel
Rigid
3. There is no change in wheel alignment
caused by the up-and-down movement of
vehicle

4. No change in ground clearance

2. POWERTRAIN

Front suspension - Leaf spring, rigid axle, single axle with shackle link

Front suspension - Leaf spring, rigid axle, tandem axle with equalizer link

The front and rear leaf springs are connected with the equalizer beam to balancean even load.
Four radius rods in total at the left and right also reducethe rotation of the axle.
With this equalizer beam type, the load is transferred to a wide range of theframe. The overall
weight is reduced and driving comfort is improved. Theproblem with this type is a tendency for
there to be a large distance betweenthe two axles.
2. POWERTRAIN

Front suspension - Independent, coil spring type

Upper arm

Coil spring

Knuckle

Shock absorber

Lower arm
2. POWERTRAIN

Rear suspension - Leaf spring, single rigid axle

Frame

Rear axle

Shock
absorber
Leaf spring
2. POWERTRAIN

Rear suspension - Leaf spring, tandem axle, trunnion type

Rear rear axle

Radius rod
Forward rear axle

Frame

Leaf spring

Radius rod

Trunnion base

In a large truck FV, the rear axle is dual. The rearwheel suspension, called the trunnion type,
isused. It is particularly excellent in durability andappropriate for driving on a rough road.
The torque rod determines the position of the rearaxle (axle of rear wheel).
Both ends of the leaf spring slide according to variationof the load.

[Advantages]
- Excellent in durability and appropriate for drivingon rough road.
- Since the spring is strong, it is suitable for transportationof heavy items.
- Able to reduce the distance between two rear axles.

[Disadvantages]
- The vehicle weight loaded on two rear axles is supported only one point.
2. POWERTRAIN

Axle coding of Mitsubishi vehicles

Front axle

Rear axle
2. POWERTRAIN

3.2 BRAKE

Brake types

Disc brake
Full-air type
Drum brake

Disc brake
Air over
Service brake
hydraulic type
Drum brake

Disc brake
Hydraulic type
Drum brake

Center brake type

Parking brake
Wheel parking brake type
2. POWERTRAIN

Service brake - Full-air type

The brake pedal itself has a valve mechanism.

When the brake is depressed, the brake valve opens. Compressed air in the air tank is sent tothe
brake chamber to push the piston in the brake chamber. This presses the brake shoeagainst the
brake drum, resulting in braking force.
Pedal effort for the full air brake is very low and a large brake force is obtained. This brake
isused for large trucks and buses.
2. POWERTRAIN

Service brake - Air over hydraulic type

It is a system that combined the brake valve used for the air brake and the air master. The
brakevalve directly connected to the brake pedal controls compressed air from the air tank,
resultingin control of the air master. The mechanism from the air master is the same as the
hydraulicbrake.
In comparison to the hydraulic brake, the air-over hydraulic brake has the feature of requiringless
pedal effort. It is used for medium-sized trucks and buses.
2. POWERTRAIN

Service brake - Hydraulic type

To apply the brake, you have to hold the levers of a bicycle. On a truck, larger power is required.
For this purpose, the hydraulic brake is generally used.
The principle is that when you depress the brake pedal, the piston is pushed to increase thebrake
fluid pressure in the master cylinder. It is then transferred to the wheel cylinder of eachwheel
through the brake pipe. The action is to push the piston of the wheel cylinder to press thebrake
shoe against the drum.

Brake booster Reserve tank

Brake master
cylinder

Brake
pedal
2. POWERTRAIN

Service brake - Disc brake (Hydraulic type (including air over hydraulic type))

It is a system that clamps the disc, which is rotating with the wheel, with pads from both sidesto
stop rotation. Different from the drum brake, the disc is exposed to the air. Heat is easilyradiated
and stable braking performance is obtained.

Service brake - Disc brake (Hydraulic type (including air over hydraulic type))
2. POWERTRAIN

Service brake - Drum brake (Hydraulic type (including air over hydraulic type))

The brake shoe with friction material is pressed outward against the brake drum, which is
turningtogether with the tire, to stop the rotation.
The drum brake has some types of brake shoe arrangement for an effective brake performance.
2. POWERTRAIN

Service brake - Drum brake (Full air type)

When air pressure is applied to thebrake chamber, the push rod ispushed into the wedge.
This causes the wedge to push openthe sleeves of the expander throughrollers, expanding the
brake shoes.
2. POWERTRAIN

Parking brake - Center brake type

It is the brake used to prevent movement of avehicle when parking. The parking brake
iscategorized into the center brake type thatoperates the propeller shaft with a wire usingthe same
mechanism as the brake drum, andthe wheel fixing type with air pressure.

Parking brake - Wheel parking brake type

2. POWERTRAIN
2. POWERTRAIN

Parking brake - Wheel parking brake type

Wheel parking brake released

Wheel parking brake applied

2. POWERTRAIN
2. POWERTRAIN

3.3 STEERING MECHANISM

The steering system changes the moving direction of avehicle as desired. By turning the steering
wheel, thedirection of the front wheels is changed.
The system has the following three mechanisms:

Integral ball-and-nut type

There are many steel balls on the contact surfaceof the worm shaft and the ball nut. Frictionof the
steering shaft when turning isreduced with the rolling contact of the balls.
The system allows the transfer of a light operationforce to the ball nut. It is featured by alight
steering force and large durability.
2. POWERTRAIN

Integral rack & Pinion type

A pinion gear is mounted at the end of thesteering shaft and engaged with the rack gear.
It changes the revolution of the pinion gear tothe horizontal movement of the rack gear. It
isdesigned to move tires through both ends ofthe tie rod.
Since the structure is simple, space can besaved. Although the steering wheel is subjectto shocks
from the road, the turn response issharp.
2. POWERTRAIN

3.4 FRONT WHEEL ALIGNMENT

Performance, such as straight line vehicle stability when driving, vehicle turning ability
whilecornering and automatic steering centering is required of the wheels. For this purpose,
wheelalignment is necessary because the wheels attain the above-mentioned performance
whenthey are kept in a certain position in relation to the axles and kingpins.

Role of wheel alignment

inclination
King pin
Camber
Caster

Toe-in
Steering operation force
reduction
Ⴜ Ⴜ
Straight line stability Ⴜ Ⴜ Ⴜ
Mitigation of shock Ⴜ Ⴜ
Self-aligning torque Ⴜ Ⴜ
Tire uneven wear
prevention
Ⴜ
2. POWERTRAIN

Caster

The distance between point (O) where thecenter line of the kingpin axis intersects with theroad
surface plane and the center point (M) ofthe contact patch of the tire, as shown in thefigure, is
called caster trail. Both affect straightline vehicle stability.
2. POWERTRAIN

Camber