248 Il Automobile Engineering

8.7. BASICCOMPONENTS OF MANUAL

TRANSMISSION
The several gear assemblies comprising manual transmission are :
iay of chutch shaft assembly which constitutes the top row of gears. Each of the primary
gears is free to rotate until the driver shifts tothat gear.
2. Counter shaft or lay shaft assembly which constitutes the bottom row of gears. The gears are
Permanently attached to the counter shaftand rotate with it as a unit.For a three speed transmission,
the counter shaft will have adrive gear, asecond gear, alow gear and areverse gear. Ine geas
the counter shaft are in mesh with the gears on the primary shaft.
3.Reverse idler assembly which is placed off to the side.
the engine (on
The clutch disc is attached to the input shaft through which the power frombox).
the transmission (gearTh2 output
release of clutch pedal by the driver's foot) makes entry into
drive line after it has passed through the
shatt at the end of the main shaft delivers power to the
transmission unit.
(gear boxes) because these gears.
The use of helical gears is preferred in automobile transmissionsimultaneously
- allow easy distribution of load among two or more teeth
- permit smooth and silent operation without any noise
- can be made lighter.
8.8. SLIDING-MESH GEAR BOX
pinions along the primary
The change of gears in a sliding-mesh gear box is achieved by moving the
shaft to mesh with those on the lay shaft.
type transmission having three
Refer Fig. 8.19 which shows the construction of a sliding mesh
state when the gears are in neutral
forward and one reverse speeds. The arrangement refers to the
shafts, namely the:
position. The variousspur type gears are mounted on three
trarnsmits the drive from the clutch to
primary shaft also called the clutch shaft. This shaft
(not shown) positioned close to
the gear box. At the end, the shaft is supported by a spiget bearing
clutch gear is rigidly fixed to the
the splines onto which the clutch driven plate is connected. The
the counter shaft.
cutch shaft and always remains conencted to driver gear of
Shift lever
Pivot point, Low and reverse shifter yoke
Second and high shifter yoke
Low and reverse gear
Second and high speed gear.
Transmission main shaft
Clutch shaft
Front of
vehicle
Reverse idler gear and shaft
Clutch gear Counter shaft

-Counter shaft
reverse gear

Counter shaft Counter shaft

drive gear Counter shaft low gear
second gear
Fig. 8.19. Sliding-mesh gear box (Gears in neutral)
 Manual Transmission : Gear Boxes l 249
-Lay shatt (counter shaft) is normally fixed to the gear box casing and supports the different
size driving gears which are the second speed gear, first speed gear and the reverse gear.
main shaft which is splined. It carriers spur gear wheels that slide along the shaft to engage
with the appropriate layshaft gears.
There is reverse idler gear that is mounted on another shaft and always remains connected to
the reverse gear of the counter shaft. F
D
Gear Positions : Splined
Clutch A main shaft
(i) Neutral gear: When the gears are in shaft
neutral state,
engine is running and the clutch is H
engaged
" power is being transmitted from the
engine crankshaft to the layshaft through
the clutch gear and the drive gear
Counter or
" all gears on the main shaft are so lay shaft C
positioned that they donot mesh with the B

layshaft gears Fig. 8.20. Neutral gear position

"main shaft does not turn; there is no power transmission to the wheels and the vehicle
does not move
(i) First gear (low speed gear) :
"The gear shift lever is opearted to slide the gear Fand mesh it with gear E; there is however
no meshing of gear D with gear C.
" Power transmission from the clutch shaft to countershaft takes place via clutch gear A and
drive gear B. That rotates the counter shaft in a direction opposite to that of clutch shaft.
" With rotation of counter shaft, the gear E rotates. Since gear E and gear F are in mesh, the
gear Fis also set into rotation. That makes the main shaft rotate as the gear F is mounted on it. The
direction of rotation of the main shaft will be same as that of clutch shaft.

Gear lever

Clutch shaft Deg clutch

Main shaft D Splined
Clutch main shaft
shaft

ldler

shaft
B
lay shaft

Fig. 8.21. First gear position

250 Il Automobile Engineering
one
The transmission of drive is along the gears A’B-’E’F This gear combination is the
to be in low gear.
that produces the lowest speed from the clutch shaft and the transmission is said
mesh gears where the
Keduction in speed occurs as the drive passes through the constant
reduction occurs because of
Smaller clutch gear A is engaged with the larger drive gear B. Further
intoconsiderably reduced speed at
engagement of smaller gear Ewith larger gear F. This resultsobtained. A still higher gear ratio of
the main shaft. A gear reduction of approximately 3 : 1 isproduced by the differential mechanism
about 12:1betweenthe engine crankshaft andthe wheels is
at the rear wheels.
(ii) Second gear :
" The operation of the gear shift lever is such that there is disengagement of gear Fof the main
shaft from gear E on the countershaft, and gear Dof the main shaft meshes with gear C on the
counter shaft.
"A gear reduction of approximately 2:1 is obtained on the basis of the sizes of the gears. The
about 8:1.
differential gear at the rear wheel further increases this ratio to
" The transmission of power from the clutch shaft
takes place between gears A and B, and
gears Cand D. The gear D makes the main shaft rotate.
same as that of the clutch shaft.
" The direction of rotation of the main shaft is the

Clutch shaft
D
-Splined
A main shaft
A -F

C lay shaft B
B

Fig. 8.22. Second gear position

(iv) Third gear (high speed gear) :
" The gear shift lever is so operated that there is disengagement of gear D of the main shaft
from gear Con the countershaft, and the gear Ddirectly meshes with clutch gear A. The external
teeth on the clutch gear A mnesh with the internal teeth of gear D.
 Manual Transmission :Gear Boxes I| 251

Clutch shaft
A Splined
main shaft

Counter or
G
lay shaft B

Fig. 8.23. Third gear position

" The main shaft tuns with the speed of
differential gear increases this ratio to about 4:1the clutch shaft giving a gear ratio of 1:1. The
between the engine crankshaft and the wheels.
() Reoerse gear :
" The operation of the gear shift lever is
gear F on the main shaft meshes with the such that the gear D disengages from the gear A, and
"The pOwer transmission takes place
reverse idler gear H.
" The speed reduction is
from gears A to B, G to H and then to F.
usually the same as that when the operation is in the first
" With reverse idler gear gear.
interposed between the countershaft and main shaft, the rotation
the main shaft is opposite to that of the clutch shaft. This reverses the rotation of of
vehicle starts moving wheels and the
backwards.

Clutch shaft D
A Splined
main shaft

Counter or G
lay shaft B

Fig. 8.24. Reverse gear position

The sliding mesh gear box is generally not preferred as more force is required to engage the
gears. Also noise occurs while changing the gears.
254 I| Automobile Engineering
42 = 27.38
or = 14.61/ and T, = 42- 14.61
2.875
number. Accord
However, the number of teeth on both the gears have to be an exact
it bepresumed that:
T,=15 and T =27
18
=1.125
Further: Tp - 1.5* = 1.5 x
24
T
Ip +Te42
42 = 19.76
1.125 T +T= 42; Te= 2,125
=22.24
and Ty = 42 - 19.76
adopt,
Wetake the exact númber of teeth and Th = 22
T,= 20 and
Thenthe revised gear ratios are:
24 x 27
= 2.4
G, (1st gear) = 18 15
24 x 22 =147
G, (2nd gear) = 18 x 20

G, (3rd gear) = 1.0 maximum number of teeth, we tak

given condition of
For feversegear : Adopting the
T= TH=12
T; +T,= 12 +27 = 39 which is less than 42
That gives : space neededfor fitting the idier gear H. T
However, it can be justified or the basis of
T xT; 24 x 27/ =3.0
Gear ratio in reverse condifion = T x Tc 18 x12

8.9. CONSTANT MESH GEAR BOX K

H
G Main shaft
F
Clutch shaft

D E

Counter shaft B
A
Fig. 8.27. Constant mesh gear box (Gears in neutral)
 Manual Transmisslon : Gear Boxes l/ 25%

Refer Fig. 8.27 which shows the assembly of a constant mesh four-speed gear box with gears in
neutral position.
The main features of a constant mesh gear box are :
The arrangement consists of threc parallelshafts namely, the clutch (input) shaft, main
(output) shaft and the lay shaft (counter shaft), The clutch shaft and the main shaft are in-line
while the lay shaft is parallel to them and lies below or on one side of them.
" Allthe gears of the main shaft are in constant mesh with thecorresponding gears of the lay
shaft.
The system uses single helical gears and that leads to smooth and quieter operation. However,
the driving loads on such tecth cause an axial thrust which must be resisted by thrust washers on
the main shaft.
The shifting of gear takes place with the help of a splined sleeve placed on the main shaft.
ne gear
dog clutch. operation obtained by locking the respective gear to the main shaft by means of a
is
"The power flow from theengine
leaves through the main (output) shaft.enters the transmission through the clutch (input) shaft and
"1and 2 are the collars which are splined to the
The gears A, B, C, D andE are fitted to be counter
main shaft and can slide along it.
The gear wheels F, G and H on the main shaft arenot shaft and have no sliding motion along it.
is constant mesh of gear F with gear B, of fixed and can revolve freely around it. There
gear G with gear Cand of gear H with gear D.
()First gear (low speed gear): The collar 1 is
it is locked to gear H by means of a dog splined to the main shaft and can slide along it, and
Dto gear H and then to the collar 1. clutch. The transmission of engine power occurs from gear
That makes the main shaft rotate.
G

B C
A
Fig. 8.28. First gear position
(ii) Second gear :The collar 1 disengaged from gear H is made to slide along the main shaft in
the opposite direction. That makes it to get locked to gear G by meansof a dog clutch. The collar
to it
1then rotates the main shaft due to power transmission from gear C to gear G and then
(collar 1).
256 I|Automobile Engineering
H
G
F

E
D
C
B
A
Fig. 8.29. Second gear position
from the gear G and collar 2 is locked to gear F by
(n) 1hird gear:The collar 1 is disengaged engine is then through gear B to gear
power transmission from the
means of a dog clutch. The the main shaft rotate.
and to collar 2. The collar 2 then makes H

2 1

A
Fig. 8.30. Third gear position
locking of collar 2with the clutch shaft by a dog
(v) Fourth gear (high speed gear) : There is direct directly from the clutch shaft to the main shaft.
clutch. As such the transmission of engine power is
H
G

2 1

D E
B
A

Fig.8.31. Fourth gear (high speed) position

 ManualTransmission : Gear Boxes I/ 257

are not locked

(u) Reverse gear : Both thecollars 1and 2are set in the disengaged position; theyengaged to the
to any gear on the main shaft. The gear Kis slid along the main shaft and gets reverse
reverse gear ), The power transmission then occurs from gear D to gear wheel Kthrough reverse
gear . The main shaft rotates in the opposite direction and the vehicle moves in the
(backward) direction.
H K
G
F

B
A

Fig. 8.32. Reverse gear position

All the gears in the constant mesh gear box are in constant mesh. That makes them safe from
being damaged. Further, no unpleasant grinding sound occurs when the gears are being engaged
or disengaged.
Dog cutch and double declutching : Dog clutch is a device used to lock the collar into agear. A
ring of projections called dogs are provided on the face of the collar. Corresponding to these
projections, there is also a set of projections on one face of the gear wheel. When the collar is slided
along the splined shaft, there occurs meshing of the set of projections of the collar with those of the
gear wheel. Apparently then the gear wheel rotates with the collar.
With reference to the dog clutch system shown in Fig. 8.33, both the shafts 1and 2 have
projections (dogs) which are like the teeth of a gear. Initially when there is noengagement between
the two shafts, the shaft 1 revolves where as the shaft 2 is stationary. When meshing occurs, both
the shafts are seen to revolve as a single unit.
2
Shaft 1 Shaft 2

(ü)
Fig. 8.33. Dog clutch system
requirement is to have
For obtaining silent and jerkless engagement of gears in a gear box,the
equal peripheral speeds between the
()two meshing gears in a sliding mesh gear box
shaft in a constant mesh gear box.
(ii) sliding dog and the corresponding gear in the output
 Manual Tranamiaalon: GoarBoxoa |/ 269
Bgue () :Both the ollar and guar are in nesh and rovolving at the name npeed. The npring
buded outer ring of the collar is pushed toward and the dogs made to alide noothly Into nesh
withoutclashing. There is then complete lock of vollarand gvar wheel anl that onablen them to
continue revolving at the same spet.
8.10. SYNCHRO-MESH GEAR BOX
Asynchro-mesh gear boN operates on the princtple of synehronising the rotatlon of gears that are
about to be meshed. That avoids oocurence of a gear claslh.
The salient features of a synchro-mesh gear box are:
" The arrangement consists of thre parallel shafts namely, the cluteh (input) shaft, main
(output) shaft and the layshaft (counter shaft), The clutch slhaft and the main shaft are in-line
while the layshaft is parllel to them and lies below or on one slde of them.
" The main shaft gars are fre to rotate, while layshaft gears are fixed to it. Further,due to
are always rotating
constant meshing the gears on the clutch shaft, main shaft and countershaft
with the running condition of the engine, i.e., when the clutch gear is rotating (nput) shaft and
theclutch
"The power flow from the engine enters the transn1ission through
leaves through the main (output) shaft.
Shiting koy
Dog toeth Ring gear

Clutch gear,

Sliding hub
Clutch shaft
F1 and F2 are the
frlctlon surtacos

Splines
Balls

Flg. 8.35. Simplified view of a synchronizer

allows the members (to be
"The system incorporates a synchronizing mechanism which
are equalized, the positive contact,
meshed) first brought into friction contact. When their speeds synchronizers are, however, fitted
i.e., proper engagement becomes smoother and quicker. The gears.
only on high speed gears. Dog clutches are used for operation on low speed and reverse
Thus it is to be noted that :

() In the sliding mesh type gear box, the gears are made to slide for direct and gradual meshing.
(i) In the synchro-mesh type gear box, the speeds of the gears are synchronized by first engaging
the conical surfaces and then bringing the gears themselves into mesh.
 260 Il Automobile Engineering

Figure 8.35, shows the typical diagram of a synchronizer. Its main components are :
()Clutch shaft and the clutch gear on the main shaft
(i) Sliding hub which is free to slide on the splines of main shaft
(ii) Synchronizer ring with intemal teeth; this ring fits in the external teeth of the sliding hub
(i0) Friction surface F, on the clutch gear and friction surface F, on the hub
() Shifting key fitted on outer diameter of sliding hub and pressed against the hub sleeve with
balls supported by springs. Theballs prevent the sliding of hub on friction surfaces upto a certain
value of applied force.
The output shaft, the hub and its sleeve are mutually splined so that they all turrn together. For
operation, the synchronizing unit, i.e, the ring member and the sliding hub are slid towards left. The
female friction cone meets the male friction cone, i.e., the friction surfaces F, and F, rub against each
other and they attain equal speed. Further pushing of the ring to left causes it to override the balis
and get engaged with dog. That provids direct drive from clutch gear via hub to the main shaft.
The incorporation of synchronizer mechanism allows smooth meshing without
and with no need of double declutching noise and jerk

1’ Engine (clutch) shaft

12
2’ Lay (counter) shaft
3’ Input drive (clutch) gear
4’ Cluster drive gear
5-’ Constant mesh second gear
6’ Cluster second gear
7’ Low gear
8’ Cluster loW gear
11 9’ Reverse gear
10’Cluster reverse gear
2 11 ’ ldler gear

10 12’ Splined mainshaft

8 *A and B are synchronizers
6

Fig. 8.36. Three speed synchro-mesh gear box

Refer Fig. 8.36 for the layout of three speed gear box with
on the main shaft. The lay shaft has four gears out of which synchronising units Aand Bmounted
one is reverse gear.
The following procedure is adopted to obtain different gear ratios for the vehicle:
() First gear (lowgear) : The synchronizer A is in the neutralposition and the synchronizer Bis
moved to the left. There is rubbing of friction surfaces against each other and their speeds become
 Manual Transmission :Gear Boxes I/ 261

yuldue ofriction. Any further pushing of synchronizer Bcauses it to mesh with teeth ofthe low
The ransmission of drive then takes flow through1’3’4’8-7’B’12 and low gear
S1T.
isobtained.
(ii) Second gear : The synchronizer B is set in the neutral and the synchronizer A is slid to the
dieht. Eventually synchronizer A meshes with gear 5 and the vehicle moves with second gear.
The transmission of drive follows the route 1-3’4’8’7’A’ 12.
(ii) Third gear (high or direct gear): The synchronizer Blies in the neutral and synchronizer Ais
shaft 1 and
slid towards left. T'he eventual meshing of synchronizer A with gear 3 locks the clutch
output shaft 12 together and the power flow is direct.
synchronizer Bis slid
(iv) Reverse gear :The synchronizer A is set in the neutral position and
towards right. The clutch shaft turns the cluster which in turn drives the gear 9 through gears
shaft. The rotation of the input shaft is
10and 11. The idler gear 11 changes the direction of input That turns the output shaft in reverse
then transmitted in the order 1 ’3’4’ 10 ’ 11’9’ 12.
direction and the vehicle moves backwards.

I’ lst gear
II’ 2nd gear
III ’3rd gear
IV’ 4th gear
R’ Reverse gears

Fig. 8.37. Schematics of four-speed synchro-mesh gear box

the four forward
The schematics of four-speed gear box using synchro-mesh system in all the main
speeds has been depicted in Fig. 8.37. The first, second, third and fourth speed gears on
There is no
shaft are in constant mesh with their corresponding gears on the counter shaft.
engagement between the idler gear and the reverse sliding gear. Apparently no power is transmitted
to the main shaft and the gear box is said to be in neutral.