Module - 3

6052B - Elementary
Automobile Engineering
Program : Diploma in Automobile Engineering

Semester : 6
Prepared by,
Credits: 4 Ronimon Sunny
Course Category: Open Elective Guest Lr.
Automobile Dept.
Periods per semester: 60 Govt. Polytechnic College Kalamassery
RONIMON SUNNY, Guest Lr., Automobile Engineering

1
Dept., GPTC Kalamassery
6052B - Elementary Automobile Engineering
• Course Prerequisites:
Topic Course Course Name Semester
Code
Knowledge of basic science 1003 Applied Physics I 1
Knowledge of basic science 2003 Applied Physics II 2
• Course Outcomes: On completion of the course, the student will be able to:
COn Description Duration Cognitive level
(Hours)
CO1 Outline the engine principle and fundamentals 14 Understanding
CO2 Illustrate the functions and construction materials of engine 15 Understanding

components
CO3 Show various components of Automobile transmission line 15 Understanding
CO4 Illustrate various components of Automobile chassis 14 Understanding
Series Test RONIMON SUNNY, Guest Lr., Automobile Engineering 2

2
6052B - Elementary Automobile
Engineering
• CO – PO Mapping:
Course PO1 PO2 PO3 PO4 PO5 PO6 PO7
Outcomes
CO1 2
CO2 2
CO3 2
CO4 2
3-Strongly mapped, 2-Moderately mapped, 1-Weakly mapped

3
Engineering
• Text / Reference:
T/R Book Title/Author
T1 Kirpal Singh S - Automobile Engg., Vol.I & II – Standard Publications
R1 R.B. Guptha - Automobile Engg. – Satya Prakasan
R2 K.M.Guptha - Automobile Engg., Vol. I& II – Umesh Publications
R3 Anil Chikara- Automobile Engg., Vol. I -Satya Prakasan
R4 William.H.Crouse Automotive mechanics – McGraw-Hill Publications
R5 K.K.Ramalingam - Automobile Engg., Theory and Practice – Scitech Publications
R6 Dr.N.K. Giri - Automobile Technology – Khanna publishers
R7 Mathur and Sharma - I.C. Engines – Dhanpat rai publications
4
Engineering
• Online Resources:
Sl. No Website Link
1 https://www.history.com/topics/inventions/automobiles
2 https://www.explainthatstuff.com/historyofcars.html
3 https://www.titlemax.com/articles/a-timeline-of-car-history/
4 https://www.lovetoknow.com/home/cleaning/history-automobile-
industry

5
MODULE - 3
• Course Outline:
Module Description Duration Cognitive
Outcomes (Hours) Level
CO3 Show various components of Automobile transmission line
M3.01 Outline the functions and types of Clutch 5 Understanding
M3.02 Outline the functions and types of Gear box 5 Understanding
M3.03 Outline the functions of propeller shaft, final drive and 5 Understanding
differential
• Contents:
Automobile Transmission
Functions of Clutch - Types of Clutches - working of single plate clutch, multi plate
clutch. Functions of gear boxes, Types of gear boxes, working of sliding mesh gear
box and synchromesh gear box. Automatic transmission-Functions of Propeller
shaft, Universal joints - Final drive - Differential and drive axles
6
CLUTCH

7
CLUTCH

8
CLUTCH
FUNCTIONS OF CLUTCH
1. Torque transmission: The clutch should be able to transmit the
maximum torque of the engine under all conditions. It is usually designed
to transmit 125 to 150 per cent of the maximum engine torque. As the
clutch slips during engagement, the clutch facing is heated. Clutch
temperature is the major factor limiting the clutch capacity. This requires
that the clutch facing must maintain a reasonable coefficient of friction
with the mating surfaces under all working conditions. Moreover the
friction material should not crush at high temperatures and clamping
loads.
2. Gradual engagement: The clutch should positively take the drive
gradually without the occurrence of sudden jerks.
3. Heat dissipation: During clutch application, large amounts of heat are
generated. The rubbing surfaces should have sufficient area and mass to
absorb the heat generated. The proper design of the clutch should ensure
proper ventilation or cooling for adequate dissipation of the heat.
9
CLUTCH
FUNCTIONS OF CLUTCH
4. Dynamic balancing: This is necessary particularly in the high speed
clutches.
5. Vibration damping: Suitable mechanism should be incorporated within the
clutch, to eliminate noise produced in the transmission.
6. Size: The size of the clutch must be smallest possible so that it should
occupy minimum amount of space.
7. Inertia: The clutch rotating parts should have minimum inertia. Otherwise,
when the clutch is released for gear changing, the clutch plate will keep on
spinning, causing hard shifting and gear clashing in spite of synchronizer.
8. Clutch free pedal play: To reduce effective clamping load on the carbon
thrust bearing and wear thereof, sufficient clutch free pedal play must be
provided in the clutch.
9. Ease of operation: For higher torque transmissions the operation of
disengaging the clutch must not be tiresome to the driver.
10
TYPES OF CLUTCHES
The following are the main types of clutches:
1. Positive Clutches
2. Friction Clutches
3. Fluid Flywheel

11
TYPES OF CLUTCHES
1. Positive Clutches
A positive clutch is a type of clutch that uses a positive engagement
system, like a dog clutch, to transmit power from the drive shaft to the
driven shaft by interlocking jaws or teeth. They are used when no slip
drives are required. A positive clutch is also known as a dog clutch or
dog gears.
E.g. Dog Clutch, Claw Clutch etc.
3. Fluid Flywheel
The fluid flywheel works on the transfer of energy from one rotor to the
other by means of some fluid.

12
TYPES OF CLUTCHES
2. FRICTION CLUTCHES
The friction clutches work on the fact that friction is caused when two
rotating discs come into contact with each other.
E.g. Cone clutch, Single Plate clutch, Multiplate clutch, Semi-
centrifugal clutch, centrifugal clutch.
PRINCIPLE OF FRICTION CLUTCHES

13
TYPES OF CLUTCHES
PRINCIPLE OF FRICTION CLUTCHES
The principle of a friction clutch may be explained by means of Fig . 3.1.
Let shaft A and disc C be revolving at some speed, say N r.p.m. Shaft B
and the disc D keyed to it are stationary, initially when the clutch is not
engaged [Fig. 3.1 (a)]. Now apply some axial force W to the disc S so that
it comes in contact with disc C. As soon as the contact is made, the
force of friction between C and D will come into play and consequently
the disc D will also start revolving. The speed of D depends upon friction
force present, which in turn, is proportional to the force W applied. If W
is increased gradually, the speed of D will be increased correspondingly
till the stage comes when the speed of D becomes equal to the speed of
C. Then the clutch is said to be fully engaged [Fig. 3.1. (b)].
14
TYPES OF CLUTCHES
CONE CLUTCH
1. Cones: female cone (green),
male cone (blue)
2. Shaft: male cone is sliding on the
splines
3. Friction material: usually on
female cone, here on male cone
4. Spring: brings the male cone
back after using the clutch
control
5. Clutch control: separating both
cones by pressing
6. Rotating direction: both direction
of the axis are possible

15
SINGLE PLATE CLUTCH
• A simplified sketch of a single plate clutch is
given in Fig. 3.4.
• Friction plate is held between the flywheel and
the pressure plate. There are springs (the
number may vary, depending upon design)
arranged circumferentially, which provide axial
force to keep the clutch in engaged position.
• The friction plate is mounted on a hub which is
splined from inside and is thus free to slide over
the gear box shaft. Friction facing is attached to
the friction plate on both sides to provide two
annular friction surfaces for the transmission of
power. A pedal is provided to pull the pressure
plate against the spring force whenever it is
required to be disengaged. Ordinarily it remains
in engaged position as is shown in Fig. 3.4
16
SINGLE PLATE CLUTCH
• When the clutch pedal is pressed, the
pressure plate is moved to the right
against the force of the springs. This is
achieved by means of a suitable
linkage (not shown in Fig. 3.4) and a
thrust bearing. With this movement of
the pressure plate, the friction plate is
released and the clutch is disengaged.

17
SINGLE PLATE CLUTCH
ADVANTAGES
1. With the single plate clutch, gear changing is easier than with the
cone clutch, because the pedal movement is less in this case.
2. It does not suffer from disadvantages of cone clutch, i.e., binding of
cones etc. and hence it is more reliable.
DISADVANTAGES
1. As compared to cone clutch, the springs have to be more stiff and
this means greater force required to be applied by the driver while
disengaging.

18
SINGLE PLATE CLUTCH
Single Plate
Clutch
Coil Spring Diaphram

Type Type
19
SINGLE PLATE CLUTCH – COIL SPRING TYPE

20
SINGLE PLATE CLUTCH – COIL SPRING TYPE
Construction & Working
• In the assembled position release levers (2)
rest against the centre opening of the cover
pressing (1). There is an eyebolt nut (7),
which causes the strut (9) to pull the
pressure plate against the springs, thus
holding together the assembly. When the
cover is bolted onto the flywheel, the
pressure plate is further pushed back
against the springs, causing them to be
compressed further, which relaxes the
release levers. Anti-rattle springs (3) serve to
prevent the undesirable noise due to
release levers when the clutch is in the
engaged position.
21
SINGLE PLATE CLUTCH – DIAPHRAM SPRING TYPE
Instead of coil
springs, diaphragm
springs (also called
Belleville springs) are
used here.

22
Construction & Working
• The diaphragm spring is supported on a
fulcrum retaining ring so that any section
through the spring can be regarded as a
simple lever.
• The pressure plate E is movable axially, but it
is fixed radially with respect to the cover. This
is done by providing a series of equally spaced
lugs cast upon the back surface of the
pressure plate.
• The drive from the engine flywheel is
transmitted through the cover, pressure plate
and the friction plate to the gear box input
shaft. The clutch is disengaged by pressing the
clutch pedal which actuates the release
fingers by means of a release ring. This pivots
the spring about its fulcrum, relieving the
spring load on the outside diameter, thereby
disconnecting the drive.
23
ADVANTAGES
1. Compact design, resulting in smaller clutch housing.
2. Higher resistance to centrifugal forces, allowing for higher rotational
speeds.
3. Non-linear load-deflection curve maintains consistent force on the
clutch plate throughout wear.
4. Integration of clamping spring and release levers reduces the need
for extra parts, eliminating efficiency losses and reducing noise
(squeaks and rattles).

24
MULTIPLATE CLUTCH

25
MULTIPLATE CLUTCH
• The multiplate clutch is an extension of single plate type where the
number of frictional and the metal plates is increased.
• The increase in the number of friction surfaces obviously increases
capacity of the clutch to transmit torque, the size remaining fixed.
Alternatively, the overall diameter of the clutch is reduced for the same
torque transmission as a single plate clutch.
• This type of clutch is, therefore, used in some heavy transport vehicles
and racing cars where high torque is to be transmitted. Besides, this
finds application in case of scooters and motor cycles, where space
available is limited.
• The construction is similar to that of single plate type except that all the
friction plates in this case are in two sets, i.e., one set of plates slides in
grooves on the flywheel and the other one slides on splines on the
pressure plate hub. Alternate plates belong to each set.
26
GEAR BOXES

27
GEAR BOXES
FUNCTIONS OF TRANSMISSION
The main functions which are performed by the transmission are;
1. At low speeds, the torque produced by an I.C. engine is very small, which increases with
increase of speed, peaks at some optimum speed and starts decreasing beyond that.
This would mean that:
a) If the engine is directly connected to road wheels, it may not have enough tractive effort
to start the vehicle from rest.
b) The practical considerations for the running of automobile under different conditions
demands a large variation of torque at the road wheels, which would mean that it would
not to be possible to always run the engine at the optimum speed. Besides, the bigger
engine would be required to cater to the torque requirement under most difficult
conditions.
Thus, the main purpose of the transmission is to provide a means to vary the leverage or
torque ratio between the engine and the road wheels as required. This has been made clear in
the following article.
2. The transmission also provides a neutral position so that the engine and the road wheels
are dis- connected even with the clutch in the engaged position.
3. A means to back the car by reversing the direction of rotation of the drive is also provided
by the transmission.
28
GEAR BOXES
NECESSITY OF TRANSMISSION
The question as to how far is the transmission necessary in a vehicle may be answered
by considering:
a) Variation of resistance to the vehicle motion at various speeds.
b) Variation of tractive effort of the vehicle available at various speeds.

29
TYPES OF GEAR BOXES
Gear Boxes
Selective Progressive Epicyclic/ Planetary

Type Type Type
Sliding
Mesh
Constant
Mesh
Synchro
mesh

30
SELECTIVE TYPE GEAR BOXES
• It is a 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 position.
Advantages Disadvantages
1. Simple in construction 1. Gear ratios not being continuous
2. Relatively free from troubles but being in steps, making it
necessary to shift gears each time
3. Low production cost
when vehicle running conditions
4. Light and small change.
2. Noisy operation

31
SLIDING MESH GEAR BOX
• The sliding mesh gearbox is a
sophisticated transmission system
comprising multiple sets of gears and
shafts meticulously arranged. It
enables gear shifting or meshing of
different gear ratios through the lateral
movement of gears along the splined
shaft. This process is facilitated by a
gear lever, which is skillfully operated
by the driver. By sliding gears to the
right or left, the desired gear ratio can
be engaged, allowing the transmission
of power from the engine to the wheels
with precision and efficiency.
32
The sliding mesh gearbox consists of the following key components:-
1. Engine Shaft
2. Output Shaft
3. Lay shaft
4. Clutch Gear
5. Fixed Gears on the lay shaft
6. Gears on Output Shaft
7. Gear shifting mechanism
8. Gear Pedal
9. Idler gear

33
1. Engine Shaft:
The Engine Shaft features a clutch gear fixed on one end, while the other
end receives power from the engine. Engaging the clutch gear with gear 4
on the lay shaft initiates power transmission from the engine shaft to the
lay shaft.
2. Lay Shaft:
The Lay Shaft houses four fixed gears - gear G, gear C, gear E, and gear B.
Gear B meshes with the clutch gear and receives power from the engine
shaft. When the lay shaft gears mesh with the output shaft gears, power
transmits from the engine shaft to the output shaft through the lay shaft.

34
3. Output Shaft:
The Output Shaft is a spline shaft equipped with three gears gear A, gear B,
and gear C - which have internal splines, allowing them to slide and rotate
with the shaft easily. The gearbox utilizes a gear-shifting mechanism to
push the output shaft gears.
4. Clutch Gear:
The clutch gear is fixed at one end of the engine shaft and meshes
(engages) with gear B on the lay shaft, thereby transmitting power from the
engine shaft to the lay shaft.
5. Fixed Gears on the Lay Shaft:
These four gears (gear 1, gear 2, gear 3, and gear 4) are rigidly fixed on the
lay shaft. When these gears mesh with the output shaft gears, power
transmits from the engine shaft to the output shaft through the lay shaft.
35
6. Gears on Output Shaft:
These gears on the output shaft have internal splines, allowing them to
easily slide and rotate with the shaft. When the output shaft gears mesh
with the lay shaft gears, power transmits from the engine shaft to the
output shaft through the lay shaft. The gear pedal, connected to the gears
on the output shaft through a gear-shifting mechanism, facilitates this
process.
7. Gear Shifting Mechanism:
The gear-shifting mechanism is employed to push output shaft gears either
on the left side or right side of the output shaft. One end of this mechanism
is connected to the gear pedal, while the other end is linked to the output
shaft gears. When the driver shifts the gear pedal to achieve the desired
gear, the gears on the output shaft slide to mesh (engage) with the gears on
the lay shaft.
36
8. Gear Pedal:
The gear pedal is connected to the gears on the output shaft through the
gear-shifting mechanism. When the driver shifts the gear pedal to achieve
the desired gear, the gears on the output shaft slide to mesh (engage) with
the gears on the lay shaft.
9. Idler Gear:
The Idler Gear serves as a separate gear used in this gearbox, specifically
for achieving reverse gear. When the gear on the lay shaft meshes
(engages) with the gears on the output shaft, both gears rotate in opposite
directions, resulting in the vehicle running forward. The Idler gear is placed
between the lay shaft gear and output shaft gear, causing both gears (lay
shaft gear & output shaft gear) to rotate in the same direction, enabling the
vehicle to move backwards.
37
SLIDING MESH GEARBOX WORKING
• In a Sliding Mesh Gearbox, when the driver
engages the gear pedal, the Gear slides
(moves) on the output shaft and meshes with
the gears on the lay shaft, resulting in the
transmission of speed and torque to the output
shaft.
Neutral Position:
• In the neutral position, the output shaft gears
do not mesh with the gears on the lay shaft,
allowing power transmission solely from the
engine shaft to the lay shaft.

38
First Gear
To achieve the first gear, gear C moves towards the left side and meshes
with a smaller Gear 2. This setup transmits power from Gear 2 to Gear C.
The output shaft obtains high torque and low speed in the first gear.
Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft ->
Gear 2 -> Gear C -> Output Shaft
39
Second Gear:
For the second gear, gear B moves towards the left side and meshes
with Gear 3. This arrangement transmits power from Gear 3 to Gear B. In
the second gear, the output shaft attains medium torque and speed.
Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft -
> Gear 3 -> Gear B -> Output Shaft

40
Third Gear:
The third gear is achieved when Gear A directly meshes with the clutch
gear. Power then transmits from the clutch gear to the output shaft. In the
third gear, the output shaft achieves high speed and low torque, with both
the Engine Shaft and Output Shaft rotating at the same speed.
Power Transmission: Engine Shaft -> Clutch Gear -> Gear A -> Output Shaft
41
Reverse Gear:
To engage the reverse gear, gear C moves towards the right side and meshes
with the idler gear. This configuration transmits power from Gear 1 to Gear C
through the Idler Gear. During reverse gear, both Gear1 and Gear C rotate in
the same direction.
Power Transmission: Engine Shaft -> Clutch Gear -> Gear 4 -> Lay Shaft ->
Gear 1 -> Idler Gear -> Gear C- > Output Shaft
42
SLIDING MESH GEARBOX ADVANTAGES
1. Reduced Vibration and Noise: With only one gear engaged at a time,
the sliding mesh gearbox experiences fewer fluctuating loads on the
shaft, resulting in reduced vibration and noise compared to constant
mesh gearboxes, where all gears are constantly in the mesh.
2. Improved Efficiency: The sliding mesh gearbox boasts higher efficiency
due to the engagement of only one gear at a time. In contrast, constant
mesh gearboxes have all gears in constant mesh, leading to slightly
higher internal friction and energy losses.
3. Simpler Manufacturing: The sliding mesh gearbox is easier to
manufacture when compared to constant mesh gearboxes, which
involve intricate mechanisms and precise synchronisation of multiple
gears.
4. Simplified Mechanism: The overall mechanism of the sliding mesh
gearbox is relatively simple, with a single gear engaging at a time,
facilitating straightforward operation and maintenance. In contrast,
constant mesh gearboxes require more complex arrangements and
additional components for gear synchronisation.
43
SLIDING MESH GEARBOX DISADVANTAGES
1. Increased Wear and Tear: Due to more friction occurring during gear
engagement, the sliding mesh gearbox tends to experience higher
levels of wear and tear over time, potentially affecting the longevity of
its components.
2. Higher Effort for Gear Engagement: The process of engaging gears in a
sliding mesh gearbox demands more effort from the driver, as it
requires precise timing and skill to match engine and road speeds,
making gear changes more challenging compared to a constant mesh
gearbox.
3. Larger Size: Compared to a constant mesh gearbox, the sliding mesh
gearbox is typically larger, as its design requires additional mechanisms
and space to accommodate the sliding of gears during gear shifts. This
larger size may impact the overall compactness and layout of the
transmission system in certain vehicles.
44
Synchromesh gear box
Synchromesh transmissions are a further refined version of
the constant mesh system.
• In this gearbox, lay shaft gears are in constantly meshing with the
gears on the output shaft as like a constant mesh gearbox.
• But in Synchromesh gearbox, Instead of Dog clutch, Synchronizer

Ring and Hub is used.
• Synchronizer Ring helps in bring the all shaft speed to equal and
Synchronizer Hub helps in smoothly engage the gears.
Principle
Synchromesh gear devices work 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.
Figure shows two conical surfaces:
cone-1 is the part of the collar and

cone-2 is part of the gear wheel.
Cones 1 and 2 are revolving at different speeds.
While cone-2 is revolving, cone-1 gradually slides into it.
Friction slows or speeds up the gear wheel. Finally both

cones revolve at the same speed. They revolve as one.
Figure shows collar (1) and gear wheel (2) as separate and revolving at
different speeds. As the internal cone of the collar comes in contact with
the outer cone of the gear wheel, the friction between them slows or
speeds up the gear wheel.
As the collar engages the gear, the collar and gear
wheel rotate at the same speed. the spring-loaded outer
ring of the collar is pushed forward.
The collar slide smoothly into mesh without clashing. The
collar and gear wheel lock and revolve at the same speed.
This is the principle of synchromesh.
components
• Input shaft
• Lay Shaft
• Main Shaft
• Synchronizer unit
Input Shaft /clutch shaft
input Shaft’s one end is connected to the clutch, hence when
the clutch engages with the flywheel, the input shaft rotates.
On the other end of the engine shaft, the clutch gear is fixed.
Clutch gear constantly meshes with the lay shaft gear.
Hence when the clutch is engaged, power transmission

occurs from the input shaft to the lay shaft.
Lay Shaft
The gears on the lay shaft are fixed on the lay shaft. These
gears are in constant mesh with the gears on the main shaft.
Output Shaft
The gears on the main shaft are freely

rotates on it.
Instead of Dog clutch, Synchronizer

Ring and Hub is used for engaging
and disengaging gears.
External cones are attached to the
gears. Cones have Dog teeth for the
Gear engagements.
When the driver shifts the gear,

through the shift fork, Sliding sleeve
press the Synchronizer Ring on the
cone.
Synchronizer unit
• synchronizer hub
• Sliding Sleeve
• Synchronizer Ring
Synchronizer hub
• synchronizer hub is fixed on the
main shaft. It has external teeth for
the sliding of the sleeve.
• Sliding Sleeve is internally meshing

with the Synchronizer hub. Hence
sliding sleeve can slide in both
directions.
Sliding Sleeve
Sliding Sleeve is internally meshing with the Synchronizer Hub. sliding
sleeve can slide in both directions.
It is used for the interlocking of Synchronizer Hub and Cone.
The gear lever is connected to the shift fork & the shift fork is connected to
the sliding sleeve.
when the driver shifts the gear, the shift fork moves the sleeve on the hub.
Synchronizer Ring
Synchronizer Ring has an

internal cone shape to engage
with the cone.
Working
The gear lever is connected to the shift fork & the shift fork is
connected to the sliding sleeve. when the driver shifts the
gear, the shift fork moves the sleeve on the hub.
When the sleeve moves on the hub, It presses the

Synchronizer ring on the cone & then sleeve internally locks
the cone & hub.
Due to the Synchronizer ring pressed on the cone, the Output shaft
starts to rotate at the speed of gears. Hence Synchronizer ring helps in
bring the speed of all shafts to the same.
A sliding sleeve helps in the engagement of gears by internally

locks the cone & hub by internally meshing.
In most of the cars, the synchromesh devices are not fitted to
all the gears.
They are fitted only on the top gears.
Reverse gear, and in some cases the first gear, do not have
synchromesh device, since they are intended to be engaged
when the vehicle is stationary.
Advantages
• smooth and quick shifting of gears without danger of damaging
the gears.
• It provides smooth & quite shifting of gears due to use of

Synchronizer Ring and Sliding sleeve.
• It has more power transmission capacity as compared to constant

mesh gearbox.
• Reduced vibration and noises
• No Double Declutching is required.

Disadvantages
• Itis Bulky gearbox.
• Itis Expensive.
• Itrequires more space.
Epicyclic or Planetary Type Gear Box
This type of gear box uses no sliding dogs or gears to engage.

A planetary gear set consists of
• Ring gear,
• Sun gear and
• Planet gears with carrier.
Inorder to obtain different speeds, any one of these units can

be held from rotation by means of brake bands.
1.Ring Gear
2.Sun Gear
3.Planet Gears
4.Planet Carrier
Ring Gear /Annular wheel
It is the outermost Gear which is in
the form of a ring it contains teeth on
it inner circumference and is
surrounded by a brake band.
inner teeth of ring gear will mesh with

the outer teeth of the planet gears.
Sun Gear
It is located at the center of the gear
assembly and in mesh with the Planet
Gears.
The sun gear is rotated by the driving

shaft from the engine and thus rotate
along with the rotation of the engine
crankshaft.
Planet Gears
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 driven shaft.
Planet Carrier
It is a carrier that is attached
to the axis of the Planet Gears
and the carrier is responsible
for the final transmission.
Working
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 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 rotated.
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 number of such units to obtain
various speed reductions.
Controls in Epicyclic Gearbox
Both the brake and the
clutch are applied by the
fluid pressure.
These are selected by

hydraulic shift valves which
are usually located at the
bottom of the gearbox.
Advantages
• It provides a more compact unit
• The planetary gears are in constant mesh

and hence dog clutches or sliding gears are
not used.
• The gear and gear housings are

comparatively smaller in overall dimension.
• Instead of having the load on only one pair of

gears, it is distributed over several gear
wheels.
Disadvantages
• The cost of manufacturing is high.
• Design complexity
• Constant lubrication is required
• high bearing loads
Applications
Used in various automobiles running under Automatic
Transmission.
Propeller shaft & Universal joint
Propellershaft
The propeller shaft is a shaft

that transmits power from
gear box to the differential
so that rear wheels can be
rotated.
One end of the propeller shaft in connected to main
transmission shaft by universal joint. the other end is
connected to differential pinion shaft by another universal joint.
Components ofpropellershaft
Parts – PropellerShaft
• Shaft
• Slip joint
• Universal joint
Shaft
Shaft has to withstand mainly torsional loads, it is usually
made of tubular cross section. It also has to be well
balanced to avoid whirling at high speed.
Propeller shafts are made of steel tubes which can

withstand torsional stresses and vibrations at high speeds.
Slip joint
A slip joint is provided to adjust any change in length.
Universaljoint
A universal joint allows driving torque to be carried through
two shafts that are at an angle with each other.
The most simple type of universal joint is Hooke's joint.

Universal joint
Variable velocity joint Constant velocity joint
• Hooke’s joint • Rzeppa joint

• Flexible ring universal joint
Variable velocity joint
In these joints, the driving and driven shafts do not turn at the
same speed through each part of a revolution although they
turn at the same rpm.
When there is an angle between the
driven and driving shafts, the driven
shaft turns lower than the driving
shaft through half a revolution and
faster than the driving shaft through
the other half revolution.
Thus, theaveragespeed ofthedrivenshaftis equaltothe driving shaft. The speed
variation inthe driven shaftincreases whenthe flex of angle of the universal jointis
increased.
variable velocity joints are usually employed when the flex

angle is small.
Variable velocity joint – examples
• Hooke’s joint
• Flexible ring universal joint
Hooke’s joint
It consists of a cross piece or spider
and two yokes, therefore, it is known
as cross type or spider and two-yoke
type universal joint.
There are four needle bearings, one

for each trunion of the spider. The
bearings are held in place by rings
heat drop into under cuts in the yoke-
bearing holes.
There are four needle bearings, one
for each trunion of the spider. The
bearings are held in place by rings
heat drop into under cuts in the yoke-
bearing holes.
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.
Flexible Ring universaljoint
This type of joint uses a flexible
ring. The shaft has two or three
armed spiders.
The arms are bolted to opposite

faces of the flexible ring.
The arms of one spider are placed

midway between the arms of the
other.
The flexible ring is made of
reinforced rubberized fabric.
It smoothens the torque

fluctuations and it does not
require lubrication. The main
drawback is that the ring does
not withstand for a longer
period
Constant velocity joint
In constant velocity joints, the

driven shaft turns at the same
speed as the driving shaft, through
each part of its revolution and at
any degree of flex.
These joints are mostly used in front
drive axles where the joint must
transmit power through a large
scale and at the same time not
introduce a speed variation or
vibration which would cause
steering difficulty and excessive tyre
wear.
Rzeppa
• It consists of spherical inner and outer ball races which have grooves cut
• paralleltothe shaft.
• Steel ballsareheldinthegrooveson thesphericalrecess.

The torque is transmitted from one race to another by the balls. The
circular pattern of balls results in both shafts to turn at the same velocity.
FINAL DRIVE & DIFFERENTIAL
FinalDrive
The final drive is the last stage in

transferring power from the
engine to the road wheels.
It provides a fixed reduction

between the drive shaft and the
driving axles.
Functions offinaldrive
• Providepermanentspeed reduction. Thespeed reduction provided

and10:1inheavyvehicles.
wheels.
• Itturnsthedriveofthepropellershaftthrougharightangle todrivethe
Types of final drive
• Straight bevel gears

• Spiral bevel gears
• Hypoid gears
Straightbevelgears
They are the simplest and

cheapest final drives. These
contain the straight teeth.
With straight bevel gears, at one instant,
only one pair of teeth of pinion and the
crownwheelwill beincontact.Thesegears
are noisyand sufferfromhighwear.
Spiralbevelgears
Spiral bevel gears have curved
teeth which results in greater
contact of teeth. Because of
this, spiral bevel gears are silent
running and stronger than the
straight bevel gears.
Hypoid gears
Incase of hypoid gears, the

pinion shaft is placed below the
axis of crown wheel. This
permits lower position of
propeller shaft.
They offer real silent running

These are expensive and need
special high pressure lubricant
because greater sliding action is
present.
Differential
On a straight road the wheels rotate at the same speed;
when turning a corner,
the outside wheel has farther to go and will turn faster than
the inner wheel
Differential
Differential is a mechanism by means of which
outer wheel runs faster than the inner wheel while
taking a turn.
The differential consists of a system of gears arranged in such a way that
connectsthepropellershaftwiththerear axles.
Parts ofdifferential
Parts ofdifferential
• Pinion Gear
• Ring Gear
• Side/spider gears
• Differential case assembly
• Rear drive axles
Pinion Gear
The pinion gear Transfers power from the driveshaft to the
ring gear
Ring Gear
Ring gear Transfers power to the Differential case assembly.
Side/spider gears
Side gears help both wheels to turn independently when turning
Differential case assembly
Differential case assembly holds the Ring gear and other
components that drive the rear axle
Rear drive axles
Drive axles are steel shafts that transfer torque from the
differential assembly to the drive wheels
Construction
The bevel pinion is fixed to the

propeller shaft which rotates the
crown wheel.
The crown-wheel has another unit

called the differential unit.
It consists of two sun gears and
two planet pinions.
The sun gears are in contact

with the half shafts of the rear
axle.
When the crown wheel is
rotating, it rotates the differential
unit. The sun gears of the
differential rotate the two half
shafts.
Operationofdifferential
When the car is on a straight road,

the ring gear, differential case,
differential pinion gears, and two
differential side gears all turn as a
unit.
The two differential pinion gears
do not rotate on the pinion shaft.
As a result, the sun gears turn at
the same speed. which causes
both drive wheels to turn at the
same speed.
when the car begins to round a curve, the
differential pinion gears rotate on the pinion
shaft. This permits the outer wheel to turn
fasterthantheinnerwheel.
REARAXLE
Rear axle
A rear axle lies in between the differential and the driving
wheels and transmits power from the differential to the
driving wheels.
It consists of two halves connected by the differential, one
part is known as half shaft.
Inner end of the half shaft is connected to the sun gear of the
differential, and the outer end to the driving wheel.
Functions ofrearaxles
1. Carry the weight of the vehicle
2. To rotate and transmit the power from the engine to

the wheels.
Types ofRearAxles
1. Half floating rear axle.
2. Fully floating rear axle.
3. Three-quarter floating rear axle.

Halffloatingrearaxle.
The bearings are inside the axle

casing. The axle of the wheel is at the
center of the axle casing. The wheels
are fitted at the two ends of the axle
by means of a key, bolt and nut.
The wholeweightvehicle is first transmittedto
the suspension spring then to the axle case,
rear axle,wheeland finallytothe ground.
Fully-floatingrearaxle
The bearings are between the wheel

and axle case. The axle is introduced
inside the axle case. The axle end is
fitted with the wheel by means of a
flange, bolt and nut.
The entire weight of the vehicle is supported by the wheel
and axle case.
The axle is not supported by bearings at either end, and its

position is maintained by the way that it is supported at
both ends.
Thus the axle is relieved of all strain caused by the weight of

the vehicle on end thrust. it transmits only the driving
torque; for this reason it is called full-floating
This type of axle is very strong and
is used for heavy duty vehicles. If an
axle shaft breaks, there would be no
danger of the wheel coming off and
the shaft can be removed and
replaced easily. But this is the
costliest type of axle.
Three-quarterfloatingrearaxle
The axle is fitted inside the axle casing.

The bearings are on the outer side
between the wheel and the axle casing.
The wheel is fitted with the axle by
means of a key, bolt and nut.
The weight of the vehicle is
supported partly by the axle case
and partly by the axle. The axle only
takes care of the rotation and
transmission of power.
The main advantage of this type of axle over the
half-floating axle is that the majorpart of the load is
takenby theaxlecasingand notbytheaxle.
HalfShafts
These are the shafts through which power flows from the
differential to the driving wheels. There is a separate shaft
for each half of the drive axle, A half shaft connects sun
gear of differential with the brake drum over which wheel is
mounted.
Half shafts for rear drive axle are in
one piece and splined at the front
end to fit into the differential sun
gear. The rear end of the shaft
usually contains a flange by means
of which connection is made with a
brake drum.
Thank you
RONIMON SUNNY, GUEST Lr., Automobile Engineering

171
Dept, GPTC Kalamassery

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6052B - Elementary

Program : Diploma in Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

CO2 Illustrate the functions and construction materials of engine 15 Understanding

CO4 Illustrate various components of Automobile chassis 14 Understanding

Series Test RONIMON SUNNY, Guest Lr., Automobile Engineering 2

3-Strongly mapped, 2-Moderately mapped, 1-Weakly mapped

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

PRINCIPLE OF FRICTION CLUTCHES

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RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

Coil Spring Diaphram

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RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

Selective Progressive Epicyclic/ Planetary

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

RONIMON SUNNY, Guest Lr., Automobile Engineering

• But in Synchromesh gearbox, Instead of Dog clutch, Synchronizer

cone-1 is the part of the collar and

Friction slows or speeds up the gear wheel. Finally both

Clutch gear constantly meshes with the lay shaft gear.

Hence when the clutch is engaged, power transmission

The gears on the main shaft are freely

Instead of Dog clutch, Synchronizer

When the driver shifts the gear,

• Sliding Sleeve is internally meshing

It is used for the interlocking of Synchronizer Hub and Cone.

Synchronizer Ring has an

When the sleeve moves on the hub, It presses the

A sliding sleeve helps in the engagement of gears by internally

They are fitted only on the top gears.

• It provides smooth & quite shifting of gears due to use of

• It has more power transmission capacity as compared to constant

• Reduced vibration and noises

• No Double Declutching is required.

This type of gear box uses no sliding dogs or gears to engage.

Inorder to obtain different speeds, any one of these units can

inner teeth of ring gear will mesh with

The sun gear is rotated by the driving

the rotating sun gear causes the planet

The driven shaft which is connected to

it is free to move in consequence

During this position, there is no

These are selected by

• The planetary gears are in constant mesh

• The gear and gear housings are

• Instead of having the load on only one pair of

The propeller shaft is a shaft

Propeller shafts are made of steel tubes which can

The most simple type of universal joint is Hooke's joint.