CHASSIS BODY AND TRANSMISSION

Learning outcomes
1. Identify the different parts of the automobile
2. Explain the working of various parts like engine,
transmission, clutch, brakes
3. Describe how the steering and the suspension systems operate.
4. Understand the environmental implications of automobile
emissions
5. Develop a strong base for understanding future
developments in the automobile industry
1. CLUTCH
clutch is a mechanical device which engages and disengages power transmission
especially from driving shaft to driven shaft.
In the simplest application, clutches connect and disconnect two rotating shafts (drive shafts
or line shafts). In these devices, one shaft is typically attached to an engine or other power
unit (the driving member) while the other shaft (the driven member) provides output power
for work. While typically the motions involved are rotary, linear clutches are also possible.
In a torque-controlled drill, for instance, one shaft is driven by a motor and the other drives a
drill chuck. The clutch connects the two shafts so they may be locked together and spin at the
same speed (engaged), locked together but spinning at different speeds (slipping), or unlocked
and spinning at different speeds (disengaged).

Friction clutches[edit]
1.1 A FRICTION CLUTCH
The vast majority of clutches ultimately rely on frictional forces for their operation. The
purpose of friction clutches is to connect a moving member to another that is moving at
a different speed or stationary, often to synchronize the speeds, and/or to transmit
power. Usually, as little slippage (difference in speeds) as possible between the two
members is desired.
1.1.1 Materials
Various materials have been used for the disc-friction facings, including asbestos in the past.
Modern clutches typically use a compound organicresin with copper wire facing or
a ceramic material. Ceramic materials are typically used in heavy applications such as
racing or heavy-duty hauling, though the harder ceramic materials increase flywheel and
pressure plate wear.
In the case of "wet" clutches, composite paper materials are very common. Since these
"wet" clutches typically use an oil bath or flow-through cooling method for keeping the
disc pack lubricated and cooled, very little wear is seen when using composite paper
materials.
1.1.2 Push/pull[
Friction-disc clutches generally are classified as push type or pull type depending on the
location of the pressure plate fulcrum points. In a pull-type clutch, the action of pressing the
pedal pulls the release bearing, pulling on the diaphragm spring and disengaging the vehicle
drive. The opposite is true with a push type, the release bearing is pushed into the clutch
disengaging the vehicle drive. In this instance, the release bearing can be known as a thrust
bearing (as per the image above).
1.1.3 Dampers
A clutch damper is a device that softens the response of the clutch
engagement/disengagement. In automotive applications, this is often provided by a
mechanism in the clutch disc centres. In addition to the damped disc centres, which reduce
driveline vibration, pre-dampers may be used to reduce gear rattle at idle by changing the
natural frequency of the disc. These weaker springs are compressed solely by the radial
vibrations of an idling engine. They are fully compressed and no longer in use once the
main damper springs take up drive.
1.1.4 Load
Mercedes truck examples: A clamp load of 33 kN is normal for a single plate 430. The
400 Twin application offers a clamp load of a mere 23 kN. Bursts speeds are typically
around 5,000 rpm with the weakest point being the facing rivet.
1.1.5 Manufacturing
Modern clutch development focuses its attention on the simplification of the overall
assembly and/or manufacturing method. For example, drive straps are now commonly
employed to transfer torque as well as lift the pressure plate upon disengagement of vehicle
drive. With regard to the manufacture of diaphragm springs, heat treatment is crucial. Laser
welding is becoming more common as a method of attaching the drive plate to the disc ring
with the laser typically being between 2-3KW and a feed rate 1m/minute.
1.2. Multiple plate clutch
This type of clutch has several driving members interleaved or "stacked" with several
driven members. It is used in racing cars including Formula 1, IndyCar, World Rally and
even most club racing. Multiplate clutches see much use in drag racing, which requires
the best acceleration possible, and is notorious for the abuse the clutch is subjected to.
Thus, they can be found in motorcycles, in automatic transmissions and in some diesel
locomotives with mechanical transmissions. It is also used in some electronically
controlled all-wheel
drive systems as well as in some transfer cases. They can also be found in
some heavy machinery such as tanks and AFV's (T-54) and earthmoving
equipment (front-end
loaders, bulldozers), as well as components in certain types of limited slip differentials.
The benefit in the case of motorsports is that you can achieve the same total friction force
with a
much smaller overall diameter (or conversely, a much greater friction force for the same
diameter, important in cases where a vehicle is modified with greater power, yet the
maximum physical size of the clutch unit is constrained by the clutch housing). In
motorsports vehicles that run at high engine/drivetrain speeds, the smaller diameter
reduces rotational inertia, making the drivetrain components accelerate more rapidly, as
well as reducing the velocity of the outer areas of the clutch unit, which could become
highly stressed and fail at the extremely high drivetrain rotational rates achieved in sports
such as Formula 1 or drag racing. In the case of heavy equipment, which often deal with
very
high torque forces and drivetrain loads, a single plate clutch of the necessary strength
would be too large to easily package as a component of the driveline.
Another, different theme on the multiplate clutch is the clutches used in the fastest classes
of drag racing, highly specialized, purpose-built cars such as Top Fuel dragsters or Funny
Cars. These cars are so powerful that to attempt a start with a simple clutch would result in
complete loss of traction. To avoid this problem, Top Fuel cars actually use a single,
fixed gear ratio, and a series of clutches that are engaged one at a time, rather than in unison,
progressively allowing more power to the wheels. A single one of these clutch plates (as
designed) can not hold more than a fraction of the power of the engine, so the driver starts
with only the first clutch engaged. This clutch is overwhelmed by the power of the engine,
allowing only a fraction of the power to the wheels, much like "slipping the clutch" in a
slower car, but working not requiring concentration from the driver. As speed builds, the
driver pulls a lever, which engages a second clutch, sending a bit more of the engine power to
the wheels, and so on. This continues through several clutches until the car has reached a
speed where the last clutch can be engaged. With all clutches engaged, the engine is now
sending all of its power to the rear wheels. This is far more predictable and repeatable than
the driver manually slipping the clutch himself and then shifting through the gears, given the
extreme violence of the run and the speed at which is all unfolds. Another benefit is that there
is no need to break the power flow in order to swap gears (a conventional manual cannot
transmit power while between gears, which is important because 1/100ths of a second are
important in Top Fuel races). A traditional multiplate clutch would be more prone to
overheating and failure, as all the plates must be subjected to heat and friction together until
the clutch is fully engaged, while a Top Fuel car keeps its last clutches in "reserve" until the
cars speed allows full engagement. It is relatively easy to design the last stages to be much
more powerful than the first, in order to ensure they can absorb the power of the engine even
if the first clutches burn out or overheat from the extreme friction.
1.2.1 Wet vs. dry systems
A wet clutch is immersed in a cooling lubricating fluid that also keeps surfaces clean and
provides smoother performance and longer life. Wet clutches, however, tend to lose some
energy to the liquid. Since the surfaces of a wet clutch can be slippery (as with a motorcycle
clutch bathed in engine oil), stacking multiple clutch discs can compensate for the
lower coefficient of friction and so eliminate slippage under power when fully engaged.
The Hele- Shaw clutch was a wet clutch that relied entirely on viscous effects, rather than
on friction.[1]
A dry clutch, as the name implies, is not bathed in liquid and uses friction to engage.
1.3 Centrifugal clutch
A centrifugal clutch is used in some vehicles (e.g., mopeds) and also in other applications
where the speed of the engine defines the state of the clutch, for example, in a chainsaw.
This clutch system employs centrifugal force to automatically engage the clutch when the
engine
rpm rises above a threshold and to automatically disengage the clutch when the engine
rpm falls low enough. See Saxomat and Variomatic.
1.4 Cone clutch
As the name implies, a cone clutch has conical friction surfaces. The cone's taper means
that a given amount of movement of the actuator makes the surfaces approach (or recede)
much more slowly than in a disc clutch. As well, a given amount of actuating force creates
more pressure on the mating surfaces. The best known example of a cone clutch is a
synchronizer ring in a manual transmission. The synchronizer ring is responsible for
"synchronizing" the speeds of the shift hub and the gear wheel to ensure a smooth gear
change.
1.5 Torque limiter
Also known as a slip clutch or safety clutch, this device allows a rotating shaft to slip when
higher than normal resistance is encountered on a machine. An example of a safety clutch is
the one mounted on the driving shaft of a large grass mower. The clutch yields if the blades
hit a rock, stump, or other immobile object, thus avoiding a potentially damaging torque
transfer to the engine, possibly twisting or fracturing the crankshaft.
Motor-driven mechanical calculators had these between the drive motor and gear train, to
limit damage when the mechanism jammed, as motors used in such calculators had high
stall torque and were capable of causing damage to the mechanism if torque wasn't limited.
Carefully designed clutches operate, but continue to transmit maximum permitted torque,
in such tools as controlled-torque screwdrivers.
1.6 Non-slip clutches
Some clutches are designed not to slip; torque may only be transmitted either fully
engaged or disengaged to avoid catastrophic damage. An example of this is the dog
clutch, most commonly used in non-synchromesh transmissions.
 2. TRANSMISSION SYSTEM

2.1 SINGLE STAGE GEAR REDUCER

A transmission is a machine in a power transmission system, which provides

controlled application of the power. Often the term transmission refers simply to the
gearbox that uses gears and gear trains to provide speed and torque conversions from a
rotating power source to another device.[1][2]
In British English, the term transmission refers to the whole drivetrain, including
clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive
shafts.
In American English, however, the term refers more specifically to the gearbox alone, and
detailed usage differs.[note 1]
The most common use is in motor vehicles, where the transmission adapts the output of
the internal combustion engine to the drive wheels. Such engines need to operate at a
relatively high rotational speed, which is inappropriate for starting, stopping, and slower
travel. The transmission reduces the higher engine speed to the slower wheel speed,
increasing torque in the process. Transmissions are also used on pedal bicycles, fixed
machines, and where different rotational speeds and torques are adapted.
Often, a transmission has multiple gear ratios (or simply "gears") with the ability to
switch between them as speed varies. This switching may be done manually (by the
operator) or automatically. Directional (forward and reverse) control may also be
provided. Single-ratio transmissions also exist, which simply change the speed and
torque (and sometimes direction) of motor output.
In motor vehicles, the transmission generally is connected to the engine crankshaft via a
flywheel or clutch or fluid coupling, partly because internal combustion engines cannot run
below a particular speed. The output of the transmission is transmitted via the driveshaft to
one or more differentials, which drives the wheels. While a differential may also provide
gear reduction, its primary purpose is to permit the wheels at either end of an axle to rotate
at different speeds (essential to avoid wheel slippage on turns) as it changes the direction of
rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque
adaptation. Alternative mechanisms include torque converters and power transformation
(e.g. diesel- electric transmission and hydraulic drive system). Hybrid configurations also
exist.
Automatic transmissions use a valve body to shift gears using fluid pressures in response
to speed and throttle input.
3. Manual Transmission Gearbox:
In this type of transmission different speed ratio or gear ratio is selected by the driver manually.
Some special skill of driving is required to operate this type of gear box. According to their
design, this is subdivided into three types.

(A.) Sliding mesh gear box:

When we talk about types of gearbox, this is one of the oldest type. It this, gears on the main
shaft are moved right or left for meshing them with appropriate gears on the counter shaft for
obtaining different speed. This type of gear box derives its name from the fact that the gears
are meshed by sliding. One disadvantage of it is that, special skill is required to operate this
gear box and there are high chances of wear and tear of gearbox.

) Constant mesh gear box:

This is one of the famous type used in twenty century. It this gearbox, all the gears are in
constant mesh with each other all the time. The gears on the main shaft rotates freely without
rotating the main shaft. Constant mesh gear box consists two dog clutches. These clutches are
provided on the main shaft, one between the clutch gear and the second gear and the other
between the first gear and reverse gear. When the left side dog clutch is made to slide left by
means of gearshift lever, it meshes with the clutch gear and the vehicle runs on top speed. If
this clutch slide right and mesh with second gear, then the vehicle runs on second gear speed.
So in constant mesh gear box we can change the gear ratio by shifting the dog clutch. This type
of gear box is more popular than sliding mesh because it creates low noise and less wear of
gears.

One big problem occur in constant mesh gear box is that when the driver engage the dog clutch,
the main shaft and gear to be meshed running at different speed. So when engage this gear cause
wear and tear of dog clutch. This problem is solved by a synchromesh gear box. This gear box
is same as the constant mesh gear box except dog clutch is replaced by synchromesh devices.

Synchromesh gear devices works on the principle that two gears to be engaged are first brought
into frictional contact which equalizes their speed after which they are engaged readily and
smoothly. The synchromesh looks like as the cone clutch where the outer surface of cone
consist the frictional surface. This type of gear box is widely used in automobile.
(A.) Epicyclic gear box:
This type of gear box uses no sliding dogs or gears to engage but different gear speeds are
obtained by merely tightening brake bands on gear drum. It consists of a ring gear annular
wheel, sun gear and planet gears with carrier. In order to obtain different speeds any one of
these units can be held from rotation by means of brake band. The ring gear contains teeth on
it inner circumference and it surrounded by a brake band. The brake band is operated by a gear
stick or lever to grip the ring gear and hold its movement. The sun gear is attached to the clutch
shaft thus moves along with the movement of engine crankshaft. The planet gears are in
constant mesh with both the sun gear and ring gear and are free to rotate on their axes carried
by the carrier frame which in turn is connected to the driver shaft.
 When the ring gear is locked by the brake band, the rotating sun gear causes the planet gears to
rotate. Since the ring gear cannot move. The planet gears are forced to climb over it. During
this position, the ring gear acts as track for the planet gears to move over. The driven shaft
which is connected to the planet gear carrier is thus rotate. When the ring gear is released, it is
free to move in consequence to the rotation of planet gears which rotate around their axis.
During this position, there is no movement of planet carries and hence the driven shaft remains
stationary. A planetary gear box contains a numbers of such units to obtain various speed
reductions.

SHORT TYPE QUESTIONS

Q-1 What is clutch ?

Q 2 What is transmission
system ?
Q 3 Define gear box.
Q 4 Define chassis.
Q 5 Define propeller shaft.

LONG TYPE QUESTIONS

Q1 Explain multiplate clutch with diagram.

Q2 Explain synchromesh gear box with
diagram.
Q3 Explain torque convertor.
Q4 What is differential explain in
detail.
Q 5 Explain over drive with
diagram.