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 20ME901 – AUTOMOBILE ENGINEERING

UNIT 3
TRANSMISSION SYSTEMES

Department: Mechanical Engineering

Batch/Year: Mechanical/III
Created by: Dr. R.Suresh Kumar
Date:25.07.2022
 Table of Contents

S.NO CONTENTS PAGE NO

1 Course Objectives 06

2 Pre Requisites 07

3 Syllabus 08

4 Course outcomes 10

5 CO- PO/PSO Mapping 11

6 Lecture Plan 12

7 Activity based learning 13

8 Lecture Notes 16

9 Assignments 68

10 Part A Q & A 71

11 Part B Qs 76

12 Supportive online Certification courses 78

13 Real time Applications in day to day life and to Industry 79

14 Contents beyond the Syllabus 82

15 Assessment Schedule 84

16 Prescribed Text Books & Reference Books 85

17 Mini Project suggestions 86

 Course Objectives

Explain the vehicle construction, aerodynamics and working principle of

various parts of an IC Engine.

Describe an Electronic Engine Management system.

Explain the working principle of various parts of Transmission systems.

Discuss the construction and working principle of steering, brakes and

suspension systems.

Distinguish the construction and working principle of Hybrid vehicle, E-

vehicle and Autonomous vehicle.
 Pre Requisites

MODE OF DELIVERY: ASSESSMENT COMPONENTS:

MD 1. Oral presentation AC 1. Unit Test
MD 2. Tutorial AC 2. Assignment
MD 3.Course Seminar AC 3. Internal Assessment Exam
AC 4.Model Examination
20ME901 AUTOMOBILE ENGINEERING LTPC 3003
OBJECTIVES:
Explain the vehicle construction, aerodynamics and working principle of various parts of
an IC Engine.
Describe an Electronic Engine Management system.
Explain the working principle of various parts of Transmission systems.
Discuss the construction and working principle of steering, brakes and suspension
systems.
Distinguish the construction and working principle of Hybrid vehicle, E-vehicle and
Autonomous vehicle.

UNIT I VEHICLE STRUCTURE AND ENGINES 9

Types of automobiles vehicle construction and different layouts, chassis, frame and

body, Vehicle aerodynamics (various resistances and moments involved), IC engines

–components-functions and materials, variable valve timing (VVT).

UNIT II ENGINE AUXILIARY SYSTEMS 9

Electronically controlled gasoline injection system for SI engines, Electronically

controlled diesel injection system (Unit injector system, Rotary distributor type and

common rail direct injection system), Electronic ignition system (Transistorized coil

ignition system, capacitive discharge ignition system), Turbo chargers (WGT, VGT),

Engine emission control by three way catalytic converter system, Emission norms

(BS -VI). AUTOTRONICS: An overview of basic electrical components and circuits

in an automobile - overview of vehicle electronic systems.

UNIT III TRANSMISSION SYSTEMS 9

Clutch-types and construction, gear boxes- manual and automatic, gear shift

mechanisms, Over drive, transfer box, fluid flywheel, torque converter, propeller

shaft, slip joints, universal joints, Differential and rear axle, Hotchkiss Drive and

Torque Tube Drive.

UNIT IV STEERING, BRAKES AND SUSPENSION SYSTEMS 9

Steering geometry and types of steering gear box-Power Steering, Types of Front

Axle, Types of Suspension Systems, Pneumatic and Hydraulic Braking Systems,

Antilock Braking System (ABS), electronic brake force distribution (EBD) and Traction

Control.
UNIT V ALTERNATIVE ENERGY SOURCES & ADVANCES IN AUTOMOBILE

ENGINEERING 9

Use of Natural Gas, Liquefied Petroleum Gas, Bio-diesel, Bio-ethanol, Gasohol and

Hydrogen in Automobiles- Engine modifications required –Performance, Combustion

and Emission Characteristics of SI and CI engines with these alternate fuels - Electric

and Hybrid Vehicles, Fuel Cell. Introduction about Connected Vehicles – The Future

of Transportation, Future of Autonomous Vehicles - ADAS – Safe and efficient drive,

IoT Enhanced Mobility.

Note: Practical Training in dismantling and assembling of Engine parts and Transmission
Systems should be given to the students.

TOTAL: 45 PERIODS

OUTCOMES:

Upon the completion of this course the students will be able to

CO1 Recognize the various parts of the automobile and their functions and

materials.

CO2 Discuss the engine auxiliary systems and engine emission control.

CO3 Distinguish the working of different types of transmission systems.

CO4 Explain the Steering, Brakes and Suspension Systems.

CO5 Predict possible alternate sources of energy for IC Engines.

CO6 Explain the upcoming technology related to E – Vehicle and Autonomous

vehicle.

TEXT BOOKS:

1. Jain K.K. and Asthana .R.B, “Automobile Engineering” Tata McGraw Hill Publishers,
New Delhi, 2002.

2. Kirpal Singh, “Automobile Engineering”, Vol 1 & 2, Seventh Edition, Standard

Publishers, New Delhi, 13th Edition 2014.

3. Rajput R.K., A Text book of Automobile Engineering, 2nd Edition, Laxmi Publication,
New Delhi, 2014.
REFERENCES:
1.Ganesan V. “Internal Combustion Engines”, Third Edition, Tata McGraw-Hill, 2012.
2.Heinz Heisler, “Advanced Engine Technology,” SAE International Publications USA,
1998.
3.Joseph Heitner, “Automotive Mechanics,” Second Edition, East-West Press, 1999.
4.Martin W, Stockel and Martin T Stockle , “Automotive Mechanics Fundamentals,” The
Good heart - Will Cox Company Inc, USA ,1978.
5. Newton ,Steeds and Garet, “Motor Vehicles”, Butterworth Publishers,1989.
6.nptel.ac.in/courses/125106002/
7.nptel.ac.in/courses/108103009/module2/lec4/1.html
8. nptel.ac.in/courses/112104033/39
9. nptel.ac.in/courses/112104033/pdf_lecture/lecture40.pdf

Course outcomes
After successful completion of the course, the students should be
able to

Highest
CO No. Course Outcomes
Cognitive Level

Recognize the various parts of the automobile and their

C303.1 K2
functions and materials.
Discuss the engine auxiliary systems and engine emission
C303.2 K2
control.
Distinguish the working of different types of transmission
C303.3 K2
systems.

C303.4 Explain the Steering, Brakes and Suspension Systems. K2

Predict possible alternate sources of energy for IC

C303.5 K2
Engines.
Explain the upcoming technology related to E – Vehicle
C303.6 K2
and Autonomous vehicle.
 CO- PO/PSO Mapping

Program Specific
Program Outcomes Outcomes
Course K3, K5,
Level of K3 K4 K4 K5 A3 A2 A3 A3 A3 A3 A2 K4 K4 K4
Out CO
K6

Comes
PO-1 PO-2 PO-3 PO-4 PO-5 PO-6 PO-7 PO-8 PO-9 PO-10 PO-11 PO-12 PSO-1 PSO-2 PSO-3

K2                  
2 2 2
C303.1
1   1
K2                    
2 2
C303.2
1   1
K2 2       2         2    
C303.3
1   1
K2                    
2 2
C303.4
    1
K2 2 1               2    
C303.5
1   1
K3 2 1 1             2    
C303.6
1   1
           
2 1 1 2 2 2
C303  
1   1
LecturePlan
.
UNIT
S.N – I
Topic VEHICLE STRUCTURE
No. of Propos Actual ANDTaxonENGINES
pertai Mode
o Perio ed Lecture ning omy of
ds date Date CO level Deliver
y

1 Introduction to 1 CO3 K2 MD1

transmission system

2 Clutch types- 1 CO3 K2 MD1

Construction and Working
3 Manual Gear Box and 1 CO3 K2 MD1
types

4 Automatic gear box and 1 CO3 K2 MD1

types

5 Fluid Flywheel and 1 CO3 K2 MD1

Torque converters Simple

6 Overdrives and transfer 1 CO3 K2 MD1

box

7 Propeller shaft, Slip joint, 1 CO3 K2 MD1

universal joints and gear
shift mechanism

8 Differential and its types 1 CO3 K2 MD1

9 Rear axle types, 1 CO3 K2 MD1

Hotchkiss drive and
Torque tube drive
ACTIVITY BASED LEARNING

CROSSWORD PUZZLE

13
HINTS:

Across
4. A type of positive clutch
6. It is an automatic clutch which is controlled byengine speed
•The unit which helps to vary the torque and speedof an automobile
•The joint used to compensate the length of thepropeller shaft is
•The following provides a smooth means ofdisengagement and engagement
between the engineand the remainder of transmission sytem

Down
1.Clutch and friction linings are to the clutchplate
2.The following diverts the power at right anglestowards the driving wheels
3.The torque tube is a tubular member whichencloses the
5. The torque at the driving wheels gives rise to apropulsive force between
wheels and road, known as
7. Axle which form compact unit with gearbox, clutch and engine are called

14
CROSSWORD SOLUTION

15
 3.3. LECTURE NOTES

UNIT -III

TRANSMISSION SYSTEMS

16
 TRANSMISSION SYSTEMS

INTRODUCTION:

This section introduces the transmission systems that can be found in today’s passenger car. Of
course, many car derived components and systems can also be found in small commercial
vehicles. Also, larger derivatives, which have much in common, can be found in heavy
goods and public service vehicles. We have endeavoured to introduce the main
transmission types and some areas of technology that can be found within the units. In this
chapter, however, we can only hope to introduce the subject of transmissions to you. In order
to make up for this brevity, we include references to other material so you are able to
follow up any particular subject in greater detail.

It is probably worth stating that, in practice, the choice of transmission units for a particular
vehicle is heavily influenced by what is in production and available. The cost of developing
and, more importantly, installing the equipment to manufacture a new gearbox would be
prohibitive for a small specialist vehicle manufacturer. Equally, producing a special
transmission to support a specific model would also be difficult to justify even for a large vehicle
manufacturer.

Current developments are extremely interesting as technology, particularly electronic control,

is very much blurring the distinction between the conventional classes of transmission. For
example, automatic transmissions (ATs) are often found now with a manual override function to
allow the car to be driven using the gears selected by the driver. Conversely, manual
gearboxes are having automation added to operate the clutch or shift the gears. These
developments not only make the transmission interesting from an engineering perspective,
but also create marketing features from an area of the vehicle often hidden fromview and
largely ignored by the buyer until it causes a problem.

17
Transmission

This term can be used to describe one unit within the driveline of a vehicle,
often the main gearbox, or as a general term for a number of units.

Driveline

This includes all of the assembly(s) between the output of the engine and the road
wheel hubs.

Powertrain

Essentially the driveline and engine together, and may also be taken to include
other related parts of the vehicle such as the exhaust or fuel system.

Automatic transmission

ATs come in various forms but have the common ability to change the ratio at
which they are operating with no intervention from the driver.

Manual transmission

As the name suggests, drivers have to change the gear ratio setting rather than
the transmission doing the job for them.

Continuously variable transmission (CVT)

CVTs are able to vary the ratio between input and output in a stepless manner
rather than having a number of discrete ratios. Infinitely variable
transmission (IVT) – Essentially a CVT which has the additional ability to
operate with zero output speed, hence negating the need for a separate starting
device.

Functions or Purposes of Transmission Systems

•It enables the running engine to be connected or disconnected from the driving
wheel smoothly and without shock.
•It enables the leverage between engine and driving wheel.
•It enables the reduction of engine speeds.
•It enables the turn of the drive round through 90°.
•It enables the driving wheel to be driven at different speeds.
18
CLUTCH
Clutch is a mechanism used to connect or disconnect the engine from the rest
oftransmission elements. It is located between engine and gearbox. During
normal running andstationary position, it is always in engaged condition. The
clutch is disengaged when thedriver processes the clutch pedal. The clutch is
disengaged for starting, changing gears,topping and idling.When the clutch is
engaged, the engine will be connected to the transmission and powerflows from
engine to rear wheels through a transmission system. When 'the clutch isdisengaged
by pressing the clutch pedal, the engine will be disengaged from the
transmission.Thus, the power does
not flow to rear wheels while the engine is still running

FUNCTIONS OF CLUTCH
•To permit the engagement or disengagement of a gear when the vehicle is
stationaryand the engine is running.
•To transmit the engine power to rear wheels smoothly without shocks to
thetransmission system when the vehicle is in motion.
•To permit the engaging of the gears when the vehicle is in motion without
damaging rear wheels

TYPES OF CLUTCH
1.Single plate
2.Multiplate
3.Cone clutch
4.Centrifugal clutch
5.Semi centrifugal clutch
•Hydraulic clutch
•Vaccum clutch
1.Electromagnetic clutch

19
SINGLE CLUTCH PLATE:
It is the most common type of clutch plate used in motor vehicles. Basically it consists
ofonly one clutch plate, mounted on the splines of the clutch plate. The
flywheel is mounted on enginecrankshaft and rotates with it. The pressure plate
is bolted to the flywheel through clutch springs,and is free to slide on the clutch shaft
when the clutch pedal is operated. When the clutch is engagedthe clutch plate
is gripped between the flywheel and pressure plate. The friction linings are on boththe
sides of the clutch plate. Due to the friction between the flywheel, clutch plate
and the pressureplate the clutch plate revolves the flywheel. As the clutch plate
revolves the clutch shaft alsorevolves. Clutch shaft is connected to the transmission
gear box.
Thus the engine power istransmitted to the crankshaft and then to the clutch shaft.
When the clutch pedal is pressed, the pressure plate moves back against the force of
thesprings, and the clutch plate becomes free between the flywheel and the pressure
plate. Thus theflywheel remains rotating as long as the engine is running and
the clutch shaft speed reduces slowlyand finally it stops rotating. As soon as the clutch
pedal is pressed, the clutch is said to be engaged,otherwise it remains engaged
due to the spring forces.

20
MULTI-PLATE CLUTCH:

Multi-plate clutch consists of a number of clutch plates instead of only

one clutch plate as incase of single plate clutch. As The number of clutch plates
are increased, the friction surfaces alsoincreases. The increased number of
friction surfaces obliviously increases the capacity of the clutchto transmit torque. The
plates are alternately fitted to engine and gear box shaft. They are firmly pressed
bystrong

20
coil springs and assembled in a drum. Each of the alternate plate slides on the
grooves on theflywheel and the other slides on splines on the pressure plate.
Thus, each alternate plate has innerand outer splines. The multi-plate clutch
works in the same way as a single plate clutch by operating the clutchpedal.
The multi-plate clutches are used in heavy commercial vehicles, racing cars and
motor cyclesfor transmitting high torque. The multi-plate clutch may be dry or
wet. When the clutch is operatedin an oil bath, it is called a wet clutch. When
the clutch is operated dry it is called dry clutch. Thewet clutch is used in conjunction
with or part of the automatic transmission.

CONE CLUTCH:

Cone clutch consists of friction surfaces in the form of cone. The engine shaft
consists offemale cone. The male cone is mounted on the splined clutch shaft. It has
friction surfaces on theconical portion. The male cone can slide on the clutch
shaft. Then the clutch is engaged the frictionsurfaces of the male cone are in contact
with that of the female cone due to force of the spring.When the clutch pedal is
pressed, the male cone slides against the spring force and the clutch is disengaged.
The only advantage of the cone clutch is that the normal force acting on the friction
surfacesis greater than the axial force, as compare to the single plate clutch in
which the normal force actingon the friction surfaces is equal to the axial
force. The disadvantage in cone clutch is that if the angleof the cone is made smaller
than 200 the male cone tends to bind in the female cone and it becomesdifficult to
disengage
22
the clutch. Cone clutches are generally now only used in low peripheral
speedapplications although they were once common in automobiles and
other combustion enginetransmissions. They are usually now confined to very
specialist transmissions in racing, rallying, orin extreme off-road vehicles,
although they are common in power boats. Small cone clutches areused in
synchronizer mechanisms in manual transmissions.

CENTRIFUGAL CLUTCH:
The centrifugal clutch uses centrifugal forces, instead of spring force for keeping it in
engaged position. Also, it does not require clutch pedal for operating the clutch. The
clutch isoperated automatically depending on engine speed. The vehicle can be
stopped in gear withoutstalling the engine. Similarly the gear can be started in
any gear by pressing the accelerator pedal. A centrifugal clutch works
through centrifugal force. The input of the clutch is connected tothe engine
crankshaft while the output drives gear box shaft, chain, or belt.
Asengine R.P.M. increases, weighted arms in the clutch swing outward and force
the clutch to
engage.The most common types have friction pads or shoes radially mounted
that engage the inside of therim of housing.

On the center shaft there are an assorted amount of extension springs, which connect
to aclutch shoe. When the center shaft spins fast enough, the springs extend
causing the clutch shoes toengage the friction face. It can be compared to a drum
brake in reverse. The weighted arms forcethese disks together and engage the clutch.
When the engine reaches a certain RPM, the clutch activates, working
almost like a continuously variable transmission. As the load increases the R.P.M.
drops thereby disengagingthe clutch and letting the rpm rise again and
reengaging the clutch. If tuned properly, the clutch willtend to keep the engine
at or near the torque peak of the engine. These results in a fair bit of waste heat, but
over a broad range of speeds it is much moreuseful then a direct drive in many
applications. Weaker spring/heavier shoes will cause the clutch toengage at a lower
R.P.M. while a stronger spring/lighter shoes will cause the clutch to engage at ahigher
R.P.M.
23
SEMI-CENTRIFUGAL CLUTCH:-

A semi centrifugal clutch is used to transmit power from high powered

engines and racingcar engines where clutch disengagements requires appreciable
and tiresome drivers effort. Thetransmission of power in such clutches is partly
by clutch springs and rest by centrifugal action of anextra weight provided in
system. The clutch springs serve to transmit the torque up to normal speeds,
while the centrifugal force assists at speeds higher than normal. Besides clutch,
pressure plate and splines shaft it mainly consists of:Compression spring (3
numbers)Weighted levers (3 numbers)At normal speeds when the power transmission
is low the spring keeps the clutch engaged, the weighted levers do not have any
pressure on the pressure plate. At high speed, when the powertransmission is
high the weights fly off and levers exert pressure on the plate which keeps the
clutchfirmly engaged. Thus instead of having more stiff springs for keeping the
clutch engaged firmly athigh speeds, they are less stiff, so that the driver may
not get any strain in operating the clutch. When the speed decreases, the
weights fall and the levers do not exert any pressure on thepressure plate. Only the
spring pressure is exerted on the pressure plate which is sufficient to keepthe clutch
engaged.

24
ELECTROMAGNETIC CLUTCH:
An electromagnetic clutch is a clutch (a mechanism for transmitting rotation) that
is engagedand disengaged by an electromagnetic actuator. In this type of clutch,
the flywheel consists ofwinding. The current is supplied to the winding from
battery or dynamo. When the current passes through the winding it produces
an
electromagnetic field whichattracts the pressure plate, thereby engaging the
clutch. When supply is cutoff, the clutch isdisengaged. The gear lever consists of
a clutch release switch. When then the driver holds the gearlever to change the
gear the witch is operated cutting off the current to the winding which causes
theclutch disengaged. At low speeds when the dynamo output is low, the clutch
is not firmly engaged.

25
 Therefore three springs are also provided on the pressure plate which
helps the clutchengaged firmly at low speed also. Cycling is achieved by turning
the voltage/current to theelectromagnet on and off. Slippage normally occurs
only during acceleration. When the clutch isfully engaged, there is no
relative slip, assuming the clutch is sized properly, and thus torque transferis 100%
efficient. The electromagnetic clutch is most suitable for remote operation
since no linkages arerequired to control its engagement. It has fast, smooth
operation. However, because energydissipates as heat in the electromagnetic
actuator every time the clutch is engaged, there is a risk ofoverheating.
Consequently the maximum operating temperature of the clutch is limited by
thetemperature rating of the insulation of the electromagnet. This is a major
limitation. Anotherdisadvantage is higher initial cost.

26
HYDRAULIC CLUTCH

When the clutch is located at distance from the driver its difficult run
cables or rods. In heavy vehicles in order to transfer large power high spring
pressure clutches are required.High spring pressure requires more human effort
and hence use of hydralics will reduce effort required.

VACUUM CLUTCH
The vacuum clutch is operated in the same way as the hydraulic clutch.
The only difference is that it is operated by vacuum pressure whereas the
hydraulic clutch is operated by oil pressure.In vacuum clutches the partial
vacuum existing in the engine manifold is used for operating it.

27
GEARBOX
Gearbox is a speed and torque changing device. It changes speed and torque between
engine and driving wheels. The mechanism through which the driving torque of
the engine istransmitted to the driving wheel is the gearbox. Torque is not directly
transferred but it can bedone in the form of power using a suitable device. It is done
between engine of the automobileand driving wheels. During this, the gear ratio
varies between engine and rear wheels.More power is required to keep an
automobile in motion when compared to powerrequired for keeping it rolling
after starting. It means, automobile requires more power atthe starting while the
engine
may be developing less power. A transmission system does toturn the
engine
crankshaft to four, eight or twelve time approximately for each wheelrevolution.
Areverse gear is also set for backing the car.

PURPOSES OF TRANSMISSION
•It helps the engine to disconnect from driving wheels.
•It helps the running engine to be connected to the driving wheel smoothly and
withoutshock.
•It provides the leverage between engine and driving wheels to be varied.
•It helps to reduce the engine speed in the ratio of 4 : I in case of passenger cars and
ina greater ratio in case of heavy vehicles such as trucks and lorries.
•It helps the driving wheels to be driven at different speeds.
•It gives the relative movement between engine and driving wheels due to
flexing ofthe road springs.

TYPESOFGEARBOX
There are many types of gearboxes. Generally, it can be classified as follows.
•Manual transmission
• Sliding mesh gearbox
• Constant mesh gearbox
• Synchromesh gearbox
•Epicyclic gearbox
•Automatic transmission 28
 (a) Hydramatic gearbox
(b) Torque converter gearbox.

SLIDING MESH GEARBOX

Among the manual gear transmissions, this sliding mesh type is simple in
construction. Itconsists of the following parts.
•Output shaft
•Low and reverse sliding gear
•Second sliding gear
•Clutch
•Input shaft
•Clutch gear
•Counter shaft drive gear
•Counter shaft
•Low speed gear
•Second gear
•Reverse gear
•Reverse idler gear
•Gear shift fork.

It is the simplest type of gearbox. In this gearbox, spur gears are used.
The construction of a sliding mesh type transmission having three forward and
one reverse speeds. There are three gears (1, 6 and 5) attached on the main
shaft and four gears (2, 3,4and 7) on the lay shaft.The two gears on the main shaft (6
and 5) can be slided by a shafting yoke and mesh withthe gears (3 and 4) on
lay shaft. Therefore, it is called sliding mesh gearbox. A separate idlergear (8) is
mounted on the idler shaft.

29
CONSTANT MESH GEAR BOX:
The construction ofa constant mesh type gearbox having three forwardand one
reverse speeds. In this type of gearbox, all gears are in constantly in mesh and
dogclutches are used for engaging and disengaging the gears. The dog clutches (D)
and D2) aremounted on the main shaft. One (D2) is connected between clutch gear
and reverse gearwhereas the other (D)) is placed between low speed gear and
reverse gear. The splines areprovided on the main shaft for the linear movement of
dogs. Dog clutch can slide on the shaftand rotate along with it. All gears are
rigidly fixed on the counter shaft.All main shaft and lay shaft gears, and idler
gears are engaged by dog clutch to obtainopposite and slow speed. Only
reverse gears are spur gear type and all others are helical gears.
As compared with the sliding mesh type, the constant mesh type gearbox
meshes morereadily with the gears having less danger of damaging during meshing
because the geardiameters are smaller with few numbers of teeth. So, this type has

30
 necessity of
more defects whencompared to a synchromesh type.
double
The clutching is needed so that it is notused to any large extent.

Syncromesh Gear Box:

In sliding Mesh Gear box the two meshing gears need to be revolve at equal
peripheral

speeds to achieve a jerk less engagement and it is true for constant mesh gear box in
which theperipheral speeds of sliding dog and the corresponding gear on the
output shaft must be equal. Theperipheral speed is given bywhere d1 and N1
are pitch circle diameter and r.p.m. of gear and d2 andN2 diameter and r.p.m.
of attached dog respectively. Now N1≠ N2 since d1 ≠ d2 . Thus there isa difference
in gear and dog which necessitates double declutching. The driver has to
disengage theclutch twice in quick succession therefore it is referred as double
declutching.
There are two steps
involved in this process: The clutch is disengaged i.e. first declutching and the
gear system is placed in its neutralposition. Now the clutch is reengaged and
acceleration pedal is pressed to adjust the engine speedaccording to driver’s
30
judgment.
 The clutch is disengaged(i.e. second declutching) again the appropriate
gear is engaged and then the clutch is reengaged. It is that gear box in which
sliding synchronizing units are provided in place of sliding dog clutches as in
case of constant mesh gear box. With the help of synchronizing unit, the speed of
both the driving and driven shafts is synchronized before they are clutched
together through train of gears. The arrangement of power flow for the various
gears remains the same as in constant mesh gear box. The synchronizer is made of
frictional materials. When the collar tries to mesh with the gear, the synchronizer will
touch the gear first and use friction force to drive the gear to spin at the same speed
as the collar. This will ensure that the collar is meshed into the gear very
smoothly without grinding. Synchromesh gear devices work on the principle that
two gears to be engaged are first bought into frictional contact which equalizes
their speed after which they are engaged readily and smoothly.

32
33
AUTOMATIC GEARBOX
Most modern automatic gearboxes have a set of gears called a planetary or
epicyclic gear train.In ordinary gearing, the axes of the various gears are fixed.
These gears are simply rotated about their axes.A planetary gear set consists of
a central gear called the sun gear, an outer ring with internal gear teeth (also
known as the annulus, or ring gear), and two or three gears known as planet
gears that rotate between the sun and ring gears.The drive train is coupled to a
mechanism known as a torque converter, which acts as a fluid drive between
the engine and transmission.If the sun gear is locked and the planets driven by
the planet carrier,
the output is taken from the ring gear, achieving a speed increase.If the ring gear is
locked and the sun gear is driven, the planet gears transmit drive through the planet
carrier and speed is reduced.With power input going to the sun gear and with
the planet carrier locked, the ring gear is driven, but transmits drive in
reverse.To achieve direct drive without change of speed or direction of rotation,
the sun is locked to the ring gear and the whole unit turns as one.

The same effect can also be achieved by locking the planet gears to the planet
carrier.Most automatic gearboxes have three forward speeds, and use two sets
of epicyclic gears.The locking sequences of the epicyclic gear train are achieved
by hydraulic pressure operating brake bands or multi-plate clutches.The bands
are tightened round the ring gear to prevent it turning, and the clutches are used to
lock the sun gear and planets.The correct sequence of pressure build-up and
release is controlled by a complex arrangement of hydraulic valves in conjunction with
sensors that respond to engine load, road speed and throttle opening.A mechanism
linked to the throttle - known as a kick down - is used to effect a change-down
for rapid acceleration. When you press down the accelerator suddenly to its full
extent, a lower gear is selected almost instantly.Most automatic gearboxes have
an override system so that the driver can hold a low gear as required.

34
TRANSFER BOX
Transfer box is a part of a four-wheel-drive system used in four-wheel-drive
or all-wheel-drive vehicles. It is also called as "transfer gear case",
"transfer gearbox", "transfer box",'jockey box" or "T-case". Ttie function of
transfer box is to distribute the torque generated inengine to all four wheels of
the vehicle. The transfer box is connected to the engine, front axles and rear
axles through drive shafts. This shifting mechanism is placed in the transfercase.
The transfer gear box is controlled by the driver. The control is located in the
vehiclecompartment. It is either in the form of a transfer lever or a
button.Figure shows the position of transfer case or transfer box in the vehicle.
The frontaxle drive is disengaged and the transfer box is put for longer shift
lever in forward positionwhen the vehicle is running on hard surface and
unleveled roads. During this stage, the shortershift lever will control the gear
ratio such as low and high. Only low gear will be engagedwhen the longer shift
lever is for front drive. The noise will be produced at higher speeds dueto
inherent resonance behaviour of spur gear train used in the transfer box.

35
FLUID FLYWHEEL
It is also known asjluid clutch ot fluid coupling which couples the driving
member withdriven member through a media of fluid. It consists of two members in
which one is drivingmember and the other one is driven member as shown in Figure.
Among them, thedriving member is connected with the engine flywheel and the
driven member is connectedwith the transmission shaft. These two members are not
made to contact with each other. Thedriven member is free to slide on splines

36
provided on the transmission shaft. The two rotorsare filled with fluid of
required viscosity. Radial ribs are provided to form a number ofpassages to
avoid the formation of eddies. They also guide the fluid to flow in the
desireddirection.

TORQUE CONVERTER GEARBOX

The constructional features of a torque converter are similar to a fluid
flywheel. The onlydifference is that it has an additional stationary member called
"stator or reaction member".All members have blades or vanes of specific shape. But
the operation is not similar. In thecase of fluid flywheel, the same torque
is transmitted as given by the engine shaft. But, the torque converter increases
the torque in the ratio of about 2:1to 3: 1. So, the torque converterdoes the
same purpose similar to a gearbox that too in a better way. Only finite number ofsteps
in torque variation can be obtained in gearbox. But, the output torque
variation iscontinuously obtained. Hence, the efficiency of a torque converter is
high only within narrowlimits of speed.
Asingle stage torque converter is shown in Figure 3.39. It consists of three
main parts.
1. Impeller or driving member: This driving member is connected to the
engine.2. Turbine or driven member: This driven member is connected to
the road
37
wheelsthrough the transmission gears and the drive line, and3. Stator: It
is connected to the frame through a free wheel.

Apart from this, a transmission oil pump keeps the converter with full of oil
underpressure. This oil pressure is necessary to keep the converter rotating. Due to
rotation, the oilis pushed in the outward direction by the centrifugal force. It
tends to form air pockets nearthe centre of the converter. The phenomenon of forming
air pockets due to low pressure iscalled cavitation. It can be avoided by keeping
the converter pressure between 200 to1200kPa.The impeller is started to rotate
when the engine starts. First, the oil from the impeller ispushed into the turbine
due to high centrifugal force at the impeller. At that time, the turbine isheld
stationary. Due to this, the oil gets high kinetic energy from the engine through
theimpeller which hits the outer edge of the turbine. The flow of the high-
energy oil creates enough force that tends to rotate the turbine. This force
increases with increase in enginespeed. When it is great enough, the turbine starts
rotating. Thus, the vehicle moves.

UNIVERSAL JOINT:
A universal joint, U-joint, Cardan joint, Hardy-Spicer joint, or Hooke's joint is a linkage
thattransmits rotation between two non parallel shafts whose axes are coplanar
but not coinciding., andis commonly used in shafts that transmit rotary

38
motion. It is used in automobiles where it is used totransmit power from the
gear box of the engine to the rear axle. The driving shaft rotates at auniform
angular speed, where as the driven shaft rotates at a continuously varying angular
speed. A complete revolution of either shaft will cause the other to rotate
through a completerevolution at the same time. Each shaft has fork at its end.
The four ends of the two fork areconnected by a centre piece, the arms of which
rest in bearings, provided in fork ends. The centrepiece can be of any shape of
a cross, square or sphere having four pins or arms. The four arms are atright angle
to each other.

When the two shafts are at an angle other than 180° (straight), the
driven shaft does notrotate with constant angular speed in relation to the drive
shaft; the more the angle goes toward 90°the jerkier the movement gets
(clearly, when the angle ß = 90° the shafts would even lock).However, the
overall average speed of the driven shaft remains the same as that of driving shaft,
andso speed ratio of the driven to the driving shaft on average is 1:1 over
multiple rotations. The angular speed ω2 of the driven shaft, as a function of the
angular speed of the drivingshaft ω1 and the angle of the driving shaft f1, is
found using: ω2 = ω1 cosa / (1- sin2a.cos2θ)For a given and set angle between
the two shafts it can be seen that there is a cyclicalvariation in the input to output
velocity ratio. Maximum values occur when sin θ = 1, i.e. when θ =900 and
2700. The denominator is greatest when θ = 0or 1800 and this condition gives
theminimum ratio of the velocities.

THE DRIVE SHAFT

39
The drive shaft, or propeller shaft, connects the transmission output shaft to
the differential pinion shaft. Since all roads are not perfectly smooth, and
the transmission is fixed, the drive shafthas to be flexible to absorb the shock of
bumps in the road. Universal, or "U-joints" allow the driveshaft to flex (and stop
it from breaking) when the drive angle changes. Drive shafts are usually hollow
in order to weigh less, but of a large diameter so that they arestrong. High
quality steel, and sometimes aluminum are used in the manufacture of the drive
shaft.The shaft must be quite straight and balanced to avoid vibrating. Since
it usually turns at enginespeeds, a lot of damage can be caused if the shaft is
unbalanced, or bent. Damage can also be causedif the U-joints are worn out. There
are two types of drive shafts, the Hotchkiss drive and the Torque Tube Drive.
TheHotchkiss drive is made up of a drive shaft connected to the transmission
output shaft and thedifferential pinion gear shaft. U-joints are used in the front
and rear. The Hotchkiss drive transfersthe torque of the output shaft to the
differential. No wheel drive thrust is sent to the drive shaft.

Sometimes this drive comes in two pieces to reduce vibration and make it easier
to install (in thiscase, three U-joints are needed).The two-piece types need ball
bearings in a dustproof housing ascenter support for the shafts. Rubber is added into
this arrangement for noise and vibrationreduction. The torque tube drive shaft is used
if the drive shaft has to carry the wheel drive thrust. It is ahollow steel tube
that extends from the transmission to the rear axle housing. One end is
fastened tothe axle housing by bolts. The transmission end is fastened with a torque
ball. The drive shaft fitsinto the torque tube. A U-joint is located in the torque
ball, and the axle housing end is splined to thepinion gear shaft. Drive thrust is
sent through the torque tube to the torque ball, to transmission, toengine and
finally, to the frame through the engine mounts. That is, the car is pushed
forward by thetorque tube pressing on the engine.

40
DIFFERENTIAL UNIT:
Need for the Differential Gear Unit

Both right and left wheels are always rotated at the same speed when
the vehicle isrunning on flat roads. But when the vehicle travels on curved road
during turning the innerwheels need to run slower than the outer wheel as it is
required to travel less distance. So, thewheels are designed in such a way that
they rotate at
40
different speeds.The path of the inside wheel (A) and the path of the outside wheel
•of a vehicle whenit turns along ~ curve are shown in Figure 3.48 for comparison. The
outside wheel (B) drawsan arc with the radius of distance OB and the inside
wheel (A) draws an arc with radius ofdistance A. Therefore, the distance travelled by
the outside wheel is more than the insidewheel.

The outside wheel is forced to move faster and rotates more than the inside
wheel. Thewheel (A) on the rough surface naturally must run at higher rpm
than other wheel (B) on theflat surface. Both wheels run at an identical rpm on
ordinary roads due to contact betweenroad surface and two wheels. The
difference in rpm between right and left wheels occurs dueto the difference in
amount of tire inflation and wear. Mostly, both wheels are forced to run atthe
same rpm even anyone of them slips. So, tyres will wear faster. Therefore, the
drivingperformance of vehicles will be slightly affected. Thus, a differential
device is incorporated toallow the differences in rpm when it is transmitting equal
torque. Differentials are a variety of gearbox, almost always used in one of two
ways. In one ofthese, it receives one input and provides two outputs;
this is found in every automobile. In automobile and other wheeled
vehicles, the differential allows each of the driving wheels to rotateat different
speeds, while supplying equal torque to each of them. In the other, less
commonlyencountered, it combines two inputs to create an output that is the
sum (or difference) of the inputs.In automotive applications, the differential
and its housing are sometimes collectively called a"pumpkin" (because the
housing resembles a pumpkin).

PURPOSE OF DIFFERENTIAL:
The differential gear box has following functions:
• Avoid skidding of the rear wheels on a road turning.
• Reduces the speed of inner wheels and increases the speed of outer
wheels, while drawing a curve.
• Keeps equal speeds of all the wheels while moving on a straight road.
• Eliminates a single rigid rear axle, and provides a coupling between two
rear axles.

42
PARTS OF DIFFERENTIAL
Pinion Drive Gear: transfers power from the driveshaft to the ring gear.
Ring Gear: transfers power to the Differential case assembly.
Side/spider gears: help both wheels to turn independently when turning.
Differential case assembly: holds the Ring gear and other components that
drive the rear axle.
Rear drive axles: steel shafts that transfer torque from the differential
assembly to the drive wheels
Rear axle bearings: ball or roller bearings that fit between the axles and
the inside of the axle housing
Axle housing: metal body that encloses and supports parts of the rear axle
assembly.

TYPES OF DIFFERENTIAL
• Open or Conventional differential

• Limited slip differential (LSD)

• Locking differential

• Automatic Torque biasing

43
CONVENTIONAL DIFFERENTIAL
ADVANTAGES:
Simple design
Robust and reliable
Few moving parts
Inexpensive to produce

DISADVANTAGES:
Supplies equal torque to both wheels

APPLICATIONS:
Most production car applications, both cars and trucks

LIMITED SLIP DIFFERENTIAL OR SELF-LOCKING DIFFERENTIAL

The standard differential works well in most situations. However, on very
slipperysurfaces such as icy or muddy roads, a lack of driving force, called
traction force, can causerear wheels to slip because the standard differential will
drive the wheel with the least traction.If one drive wheel is on dry pavement and the
other is on ice or mud, the ring gear anddifferential case will drive the pinion gears.
But, the pinion gears will not drive both side gears. When the pinion gears are driven
by the

44
differential case, they will walk around the sidegear related to the wheel on dry
pavement. It results the pinion gears driving the slippingwheel and the vehicle
will not move. The standard differential sends almost all engine powerto the
slipping wheel. This problem can be avoided by using differential locks.
Differentiallocks overcome traction problems by sending the same power to both
wheels while allowing the vehicle to make normal turns.
The limited slip differential (LSD) restricts the differential rpm between two
wheels, twothrust washers and a clutch plate which are incorporated in the differential
case When the resistance of left side differential gear is larger than the wheel,
the right sidedifferential gear will rotate. It makes the teeth of the right side
differential clutch
memberclimbing the teeth of the left side differential clutch member. So, it
makes two ciutchmembers to move away from each other. Hence, the side
gears are pushed against the thrustwashers. Due to this, the rpm of the rear axle
shafts comes closer to the differential case due tothe friction between side gears
and thrust washers. So, it is called the limited slip effect.

45
TYPES OF REAR AXLE
1.Drive Axle
2.Semi floating axle
3.Full floating axle
4.Three quarter floating axle
5.Dead axle or Lazy axle

SEMI-FLOATING AXLE

 The wheel hub is connected directly to the rear axle.

 All the loads are taken by the rear axle (Shearing, Bending, End thrust,
Driving torque and brake torque).

46
ADVANTAGES
The semi floating axle is the simplest and cheapest and they are widely used in cars.
DISADVANTAGES
The axle has to be designed for carrying higher loads i.e. they are of higher
diameter for the same torque transmitted by other types of axle supporting.

FULL FLOATING AXLE

The wheels hubs are mounted directly onto the axle casing and are supported by two
taper roller bearings.
The load on the axle is very less. It need to take only the drive torque.
ADVANTAGES
These are very robust type and are used for heavy vehicles.
Axle shaft carry only the drive torque so their failure does not affect the
vehicle wheels.
Vehicle can be towed with the broken axle shaft.
Axle shaft can be replaced by without jacking. DISADVANTAGE
Costliest type of axle supporting.

47
THREE QUARTER FLOATING AXLE
The bearing is mounted between the axle and the axle casing.
The axle shaft has to take drive torque and the end loads.
The axle casing will take Bending an shearing forces. ADVANTAGES
At one time this axle type was commonly used for cars and light commercial
vehicles.
DISADVANTAGES
These axles are no longer preferred. instead semi floating axles are used.

REARAXLE DRIVES
The whole of the rear axle unit moves forward and the vehicle is also pushed when
theroad wheels begin to rotate. The provisions are made to impart the thrust of
the axle to thechassis. Both power and torque are transmitted to wheels by the
engine. This torque does notrotate the wheels to the desired direction but it
also rotates the differential housing in theopposite direction. So, this reaction is known
as torque reaction or rear end torque. Thearrangement to withstand both thrust
and torque reaction is given below.
•Hotchkiss drive
•Torque tube drive.

48
Hotchkiss drive;
The Hotchkiss drive is a system of power transmission. It was the dominant
form of power transmission for front-engine, rear-wheel drive layout cars in the 20th
century. The name comesfrom the French automobile firm of Hotchkiss,
although it is clear that other makers (such as Peerless) used similar
systems before Hotchkiss. During the early part of the 20th century the two major
competing systems of powertransmission were the shaft-drive and chain-drive
configurations. The Hotchkiss drive is a shaft-drive system (another type of direct-
drive transmission system is the torque tube, which was alsopopular until the
1950s). All shaft-drive systems consist of a driveshaft (also called a
"propeller shaft" or Cardan
shaft) extending from the transmission in front to the differential in the
rear. Thedifferentiating characteristic of the Hotchkiss drive is the fact
that it uses universal joints at both ends of the driveshaft, which is not enclosed.
The use of two universal joints, properlyphased and with parallel alignment of
the drive and driven shafts, allows the use of simple cross-type universals. (In a
torque-tube arrangement only a single universal is used at the end of the transmission
tail shaft, and this universal should be a constant velocity joint.)
In the Hotchkiss drive, slip-splines or a plunge-type (ball and trunnion u-joint)
eliminatethrust transmitted back up the driveshaft from the axle, allowing simple
rear-axle positioning usingparallel leaf springs. (In the torque-tube type this thrust is
taken by the torque tube to thetransmission and thence to the transmission and
motor mounts to the frame. While the torque-tubetype requires additional
locating elements, such as a Panhard rod, this allows the use of coil
springs.) Some Hotchkiss drive shafts are made in two pieces with another
universal joint in the centerfor greater flexibility, typically in trucks and specialty
vehicles built on truck frames. Someinstallations use rubber mounts to isolate
noise and vibration. The 1984–1987 RWD Toyota Corolla(i.e., Corolla SR5 and
GT-S) coupe is another example of a car that uses a 2-part
Hotchkissdriveshaft with a rubber-mounted center bearing. This design was the
main form of power transmission for most cars from the 1920s throughthe
1970s. Presently (circa 2012), it remains common in pick-up trucks, and sport
utility vehicles.
49
TORQUE TUBE DRIVE
A torque tube system is a driveshaft technology, often used in automobiles
with a frontengine and rear drive. It is not as widespread as the Hotchkiss drive, but is
still occasionally used tothis day. Drive shafts are sometimes also used for other
vehicles and machinery. The "torque" that is referred to in the name is not that
of the driveshaft, along the axis of thecar, but that applied by the wheels. The
design problem that the torque tube solves is how to get thetraction forces
generated by the wheels to the car frame. The "torque tube" transmits this
force bydirectly coupling the axle differential to the transmission and therefore
propels the car forward bypushing on the engine/transmission and then through the
engine mounts to the car frame.In contrast, the Hotchkiss drive has the traction
forces transmitted to the car frame by using other suspension components such
as leaf springs or trailing arms. A ball and socket type of jointcalled a "torque ball" is
used at one end of the torque tube to allow relative motion between the axleand
transmission due to suspension travel. Since the torque tube does not constrain
the axle in thelateral (side-to-side) direction a pan hard rod is often used for this
purpose.

The combination of thepan hard rod and the torque tube allows the easy
implementation of soft coil springs in the rear togive good ride quality. In addition to
transmitting the traction forces, the torque tube is hollow and contains
therotating driveshaft. Inside the hollow torque ball is the universal joint of the
driveshaft that 50
allowsrelative motion between the two ends of the driveshaft. In most
applications the drive shaft uses asingle universal joint which has the disadvantage
that it causes speed fluctuations in the driveshaftwhen the shaft is not straight.
The Hotchkiss drive uses two universal joints which has the effect
ofcanceling the speed fluctuations and gives a constant speed even when the shaft
is no longer straight.

50
 3.4 ASSIGNMENT QUESTIONS

QUESTION ‘K’ CO
SL.
LEVEL
NO
1. K3 CO3
Differentiate between a torque converter and
fluid flywheel. How an torque converter emerged
from an fluid flywheel, explain the working
principle of torque converter with neat diagram
2. K3 CO3
State the drawback of sliding mesh
gearbox. Mention the changes in synchromesh
gear box compared to constant mesh.
3. K3 CO3
Explain the construction and working of the
clutch which is commonly used in modern cars.
Mention the advantages of this clutch
compared to mechanical clutches
4. K2 CO3
Discuss the importance of differential in an
automobile. Explain the construction and
working of an limited slip differential with neat
diagram
5. K2 CO3
Explain the types of rear axles which are
commonly used in automobiles. Discuss with
suitable sketch about the rear axle drives i)
Hotchkiss and ii) Torque tube drive

52
 3.5 PART A – QUESTIONS & ANSWERS

SL. NO QUESTION ‘K’ CO

LEVEL

1. What is the function of clutch? K1 CO3

The function of the clutch is to connect and
disconnect the engine with road wheels. The
clutch has to be disengaged during gear shifting,
idling etc.
2. What are the types of clutch? K1 CO3
•Friction clutches
•Single plate clutch
•Multi plate clutch
•Cone clutch
•Semi centrifugal clutch
•Centrifugal clutch
•Fluid clutches
•Fluid flywheel
3. State the requirements of an automotive K1 CO3
clutch
•Torque transmission should be maximum
•Gradual engagement of clutch plates
•Heat dissipation should be more
•Dynamic balancing of clutch components
4. What is the function of gear box? State its K1 CO3
types.
•The functions of the gearbox are
•i). To provide the leverage ratio
•ii). To provide the neutral position
•iii). To provide a means to reverse the

53
SL. NO QUESTION ‘K’ CO
LEVEL

vehicle.
5. Write the types of gear box K1 CO3
•Sliding mesh gearbox
•Constant mesh gearbox
•Synchromesh gearbox
•Automatic gearbox – Torque converter

6. Why is gear box necessary in automobile? K1 CO3

•The variation of resistance to vehicle motion
at different speeds
•The variation of attractive effort of the vehicle
required at various speeds

7. Why is sliding mesh gear box not preferred? K1 CO3

•More noise
•More wear and tear on the gears
•For smooth, quiet and quick change of gears,
the driver requires great skill
•For the above-said drawbacks, the sliding mesh
gearbox is generally not preferred.

8. What is automatic transmission? K1 CO3

In the automatic transmission, for changing the gear
ratios, manual effort is not at all needed. The
change of gear is performed automatically according
to the vehicle speed.

9. What is an over drive? K1 CO3

When the speed of the output shaft is greater
than the speed of the input shaft, then the drive is
known as overdrive.

54
SL. NO QUESTION ‘K’ CO
LEVEL

10. State the functions of a slip joint. K1 CO3

The function ofa slip jointis to accommodate the
ropellershaft length variations,when avehicle is
movingover a bumporbit.

11. What is the necessity of a propeller shaft? K1 CO3

The propeller shaft is used to transmit the power from the
gearbox to the final drive. It is also used to cover the span
between these two components.

12. What is a universal joint? K1 CO3

Universal joint is a type of flexible joint between two
shafts who axes intersect and may assume different
inclinations at different times. It is used to
transmit power even at inclined angles of the shaft.
13. What is Hotchkiss drive and Torque Tube K1 CO3
drive?
In Hotchkiss drive, the loads such as vehicle weight,
driving torque, braking torque and side thrust all are
taken by leaf springs. Two universal joints and
one slip joint are must needed.
In Torque tube drive, the driving torque and braking
torque are taken by torque tube while thevehicle
weight and side thrust are taken care of by leaf
springs. One universal joint is just sufficient.

14. What is the function of differential unit? K1 CO3

The function of a differential unit is to permit the
vehicle turns without wheel skidding. It permits
higher speed for outer wheels and reduced speed
for inner wheels during turning.

55
SL. NO QUESTION ‘K’ CO
LEVEL

15. What is the function of pressure plate in a K1 CO3

clutch?
The function of a pressure plate is to hold
the friction (clutch) plate tightly against the
engine flywheel.
16. What is meant by differential lock? K1 CO3
A Differential lock will transmit the same amount
of power to both wheels on the axle - which is
very useful in 4WD applications where a truck
might be stuck and have problems getting out of deep
mud or snow.

17. What is a fluid coupling? K1 CO3

Fluid coupling is device which transmits torque
due to the kinetic energy of the moving fluid. In a
fluid coupling, two members namely impeller and
turbine are present.
18. What is the use of torque convertor? K1 CO3
The torque converter is device which provides
a varying torque ratio using fluid energy. In a
torque converter, three members namely impeller,
turbine and stator are present.

19. State the forces act on the rear axle K1 CO3

•Shear force due to vehicle weight
•Bending moment due to vehicle weight
•Driving torque
•Shear force due to side thrust
•Bending moment due to side thrust
20. What are the different types of rear axles? K1 CO3
•Semi floating rear axle
•Full floating rear axle

56
SL. NO QUESTION ‘K’ CO
LEVEL

• Three quarter floating rear axle

21. What is the purpose of Stator in the Torque K1 CO3
Converter?
The stator changes fluid flow between the turbine
and pump and thus permits the torque
multiplication. Without a stator, a torque converter
will simply act as a fluid coupling.

22. Why Synchronizer is required in the K1 CO3

automotive transmission system?
Synchronizer is used to equalize the speed of two
mating surfaces, before the contact is established.
By doing so, wear & tear and noise can be avoided.

23. What is transfer box? Where it is used? K1 CO3

The transfer box is used to convert 2 wheel drive
into 4 wheel drive. This is mainly used in
hilly regions.
24. 27. What is known as selective transmission? K1 CO3
Selective transmission is a transmission In which the
available forward andreverse gears may be engaged in
any order without passing progressively through
the different changes of gear.
25. Why is double clutching technique used? K1 CO3
Even though there is no measure to allow
easy meshing of gears, "doubleclutching" technique
must be acquired for shifting gears properly.
26. What is tractive effort? K1 CO3
It is the force available at the road wheels for
propelling the vehicle.
T = μW
Where, T - Tractive effort
μ - Coefficient of friction between tyre and road

57
SL. NO QUESTION ‘K’ CO
LEVEL

surface
W - Load of the vehicle
27. Compare fluid coupling and torque converter. K1 CO3
Sl.No. Fluid coupling Torque convertor
1. Contains only two Three members
members impeller impeller, turbine and a
and turbine. stator.

2. Simply a torque Torque multiplication

transmission unit. unit 3:1 to 4:1
3. Efficient at high Inefficient at high
speed. speeds.
4. Serves as an Serves as an automatic
automatic clutch. clutch as well
as torque multiplier.

28. What is a four-wheel drive? K1 CO3

In a four wheel drive vehicle, the power from engine

flows to all the four wheels. A short propeller
shaft is connected horizontally between the
transmission and a transfer gear box. This transfer
gear box is located nearly at the centre of the vehicle.
In a four wheel drive vehicles, the engine is usually
mounted higher than it is in passenger cars and
many light commercial trucks to protect it from water,
mud and obstacles. The four wheel drive is used
on heavy duty military trucks and jeeps.
29. What are the advantages of four wheel drive? K1 CO3

•Large angular movement in steering.

•Power flow to all the four wheels equally.
•High torque transmission.
•Better traction and road grip.

58
 3.6 PART B – QUESTIONS

QUESTION ‘K’ CO3

SL.
LEVEL
NO
1. State the need for a clutch in an automobile. K2 CO3
Discuss the diaphragm operated clutch system
with a sketch.
2. Explain is the function of a rear axle? Draw a K2 CO3
schematic of a rear axle of a bus/ truck.
3. Describe a torque converter? Discuss the K2 CO3
working of a torque converter. (Include a simple
sketch).
4. Explain the components used and its functions in a K2 CO3
Hotchkiss drive configuration. (Include a
simple layout).
5. Explain construction and working principle of a K2 CO3
constant mesh gear box with neat sketch.
6. With the aid of neat sketch explain the Torque K2 CO3
tube drive.
7. Discuss the functions of transmission system. K2 CO3

8. Sketch and explain-the working method of fluid K2 CO3

flywheel.
9. Discuss with a line diagram of Synchromesh unit K2 CO3
and mention the component (spring with ball
type system).
10. List and explain the types of rear axle casing. K2 CO3

11. List the types of rear axle drive? Explain with K2 CO3
a neat sketch.
12. K2 CO3
Discuss the vaccum operated clutch system with
a sketch.
13. K2 CO3
Explain the construction and working of a
centrifugal and semi centrifugal clutch with
suitable sketch

59
 QUESTION ‘K’ CO3
SL.
LEVEL
NO
14. K2 CO3
Discuss the constant mesh and sliding mesh
gear box with neat sketch
15. Differentiate between a torque converter and K2 CO3
fluid flywheel. How an torque converter emerged
from an fluid flywheel, explain the working
principle of torque converter with neat diagram
16. State the drawback of sliding mesh K2 CO3
gearbox. Mention the changes in synchromesh
gear box compared to constant mesh.
17. Explain the construction and working of the K2 CO3
clutch which is commonly used in modern cars.
Mention the advantages of this clutch
compared to mechanical clutches
18. Discuss the importance of differential in an K2 CO3
automobile. Explain the construction and
working of an limited slip differential with neat
diagram
19. Explain the types of rear axles which are K2 CO3
commonly used in automobiles. Discuss with
suitable sketch about the rear axle drives i)
Hotchkiss and ii) Torque tube drive
20. Explain the construction and working of K2 CO3
transfer box with suitable illustrations

60
 3.7 SUPPORTIVE ONLINE CERTIFICATION COURSES

LINK ACADEMY
SL.
NO

1. https://onlinecourses.nptel.ac.in/noc21_ de02/preview NPTEL

2. https://nptel.ac.in/content/syllabus_pdf/107106088.pdf NPTEL

3. UDEMY
https://www.udemy.com/course/automobile- engineering-
from-zero-to-100-for everyone/?
src=sac&kw=Automobile+engineering

60
 3.8 REAL TIME APPLICATIONS

AUTOMATED MANUAL TRANSMISSION (AMT)

As the name indicates, Automated Manual Transmission (AMT) systems are

built based upon manual transmission systems, but the switching and the
operating of the clutch is automated. Vehicles with an AMT have no
clutch pedal and no real gear lever. Additional actuators are mounted
on the gearbox for opening and closing the clutch and switching the
synchronization rings. The full process of opening the clutch, switching to
a new gear, and closing the clutch is electronically controlled. The driver
can choose for an automatic mode or a manual mode. In manual mode
the driver can use paddles on the steering wheel or the gear lever to switch
gears.

Benefits of AMT:

Additional functionalities like hill hold or launch control are possible

Low fuel consumption
Shorter switching times (compared to manual transmission)
Low production cost

AMT examples:

Selespeed (Alfa Romeo)

SMG (BMW)
Sensodrive (Citroën & Peugeot)
Allshift (Mitsubishi)
Quickshift (Renault)
Sequentronic (MB)
Easytronic (Opel)
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 MMT (Toyota)
 Daimatic (Daihatsu)
 Hondamatic (Honda)
 NAVi5 (Isuzu)

DUAL CLUTCH TRANSMISSION (DCT)

The dual clutch transmission is a novelty introduced by Audi in the late

nineties under the name of “DSG” (Dual Shift Gearbox). A Dual
Clutch Transmission (DCT) has two axles on which the gear system
is fitted. One axle is used for the even gears, the other axle is
used for the odd gears and the reverse gear, each with its own
shift mechanism and clutch. The big advantage is that the next gear
is always ready. When driving in the first gear, the other axle is
inactive but instantly ready for use because it moves together with
the active axle. This technology allows superfast gear-switching times.

Benefits of DCT:

 Superfast, seamless gear switching

 Increased gear switching comfort
 Low fuel consumption

DCT examples:

 DCT (BMW, Honda, Hyundai, Renault)

 DSG (Audi, Volkswagen)
 S-Tronic (Audi)
 PowerShift (Volvo, Ford)
 PDK (Porsche)
 SpeedShift (MB)
 Twinamic (Smart)

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 TCT (Fiat, Chrysler)

CONTINUOUS VARIABLE TRANSMISSION (CVT)

Unlike manual or conventional automatic transmissions, the

Continuous Variable Transmission (CVT) does not interrupt the
pulling force while switching. Because the CVT does not work with
different gears, it accelerates smoothly. The heart of the CVT is the
variator that exists of two sets of conic discs over which the belt is
running. When the distance between the two disks is changed, the
running radius of the belt will be adapted, allowing a seamless variable
transmission ratio. A Continuous Variable Transmission is applicable
for very high loads up to a torque of approximately 450 Nm.

Benefits of CVT:

 Very good gear switching comfort

 Good acceleration
 Applicable for high loads

CVT examples:

 Variomatic (DAF)
 CVT (Chrysler, Jeep, Ford, Mitsubishi, Honda)
 Multitronic (Audi, Seat)
 M-CVT (Nissan)
 SECVT (Suzuki)
 E-CVT & HSD (Toyota)
 LHD (Lexus)
 Lineartronic (Subaru)
 VTi (GM)
 Autotronic (MB)

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Electronically Controlled Transmissions

Electronically controlled transmissions, which appear on some newer cars, still

use hydraulics to actuate the clutches and bands, but each hydraulic circuit is
controlled by an electric solenoid. This simplifies the plumbing on the
transmission and allows for more advanced control schemes. In the last section we
saw some of the control strategies that mechanically controlled transmissions use.
Electronically controlled transmissions have even more elaborate control schemes.
In addition to monitoring vehicle speed and throttle position, the transmission
controller can monitor the engine speed, if the brake pedal is being pressed, and
even the anti – lock braking system.

Using this information and an advanced control strategy based on fuzzy logic --
a method of programming control systems using human-type reasoning
-- electronically controlled transmissions can do things like:

Downshift automatically when going downhill to control speed and reduce wear
on the brakes.
Upshift when braking on a slippery surface to reduce the braking torque
applied by the engine.
Inhibit the upshift when going into a turn on a winding road.

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 3.9 CONTENT BEYOND SYLLABUS

AUTOMOTIVE STARTING SYSTEMS

PURPOSE OF THE STARTING SYSTEM

The purpose of the starting system is to convert chemical
energy stored in the battery intoelectrical energy, then into
mechanical energy in the starter motor. This mechanical
energyis then transferred through gears and drives from
the starter motor to the engine flywheel.After the
transfer and conversion of all this energy the engine
flywheel begins to rotate.The rotation must be of sufficient
fuelmixture required for starting. It must be maintained during initial
speed to allow the engine to form the combustible air-
combustion long enoughuntil the the engine can sustain operation. To
accomplish this a starter or cranking motor is used.The starting
consists of the following components:
system
•Battery
•Ignition Switch
•Starter Motor Assembly
•EWS (if equipped)
•Starter Safety Switch
•Cables and Wiring Harness

To make an engine start it must be turned at some speed, so that it sucks

fuel and air into the cylinders , and compresses it.The powerful electric
starter motor does the turning. Its shaft carries a small pinion ( gear
wheel) which engages with a large gear ring around the
rim of the engine flywheel .In a front-engine layout, the starter is
mounted low down near the back of the engine.The starter needs a heavy
electric current , which it draws through thick wires from the battery . No
ordinary hand-

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operated switch could switch it on: it needs a large switch to handle the high
current.

The switch has to be turned on and off very quickly to avoid dangerous,
damaging sparking. So a solenoid is used - an arrangement where a small
switch turns on an electromagnet to complete the circuit.

The starter circuit

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All the components are earthed to the metal car body. Only one wire is
needed to carry current to each component.The starter switch is usually
worked by the ignition key. Turn the key beyond the 'ignition on' position
to feed current to the solenoid.

The ignition switch has a return spring, so that as soon as you release the key it
springs back and turns the starter switch off.When the switch feeds current to
the solenoid, the electromagnet attracts an iron rod.The movement of the
rod closes two heavy contacts, completing the circuit from the battery to
the starter.The rod also has a return spring -when the ignition switch
stops feeding current to the solenoid, the contacts open and the
starter motor stops.

The return springs are needed because the starter motor must not turn more
than it has to in order to start the engine. The reason is partly that the starter
uses a lot of electricity, which quickly runs down the battery.Also, if the
engine starts and the starter motor stays engaged, the engine will spin
the starter so fast that it may be badly damaged.The starter motor itself has a
device, called a Bendix gear, which engages its pinion with the gear ring
on the flywheel only while the starter is turning the engine. It disengages as
soon as the engine picks up speed, and there are two ways by which it
does so - the inertia system and the pre-engaged system.The inertia starter
relies on the inertia of the pinion - that is, its reluctance to begin to turn.

Inertia system

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 An inertia type starter: this one is an 'inboard' type in which the Bendix
gear throws the pinion towards the motor; there are also 'outboard' ones
in which it moves the other way.The pinion is not fixed rigidly to the motor shaft
- it is threaded on to it, like a freely turning nut on a very coarse-
thread
bolt.Imagine that you suddenly spin the bolt: the inertia of the nut
keeps it from turning at once, so it shifts along the thread of the bolt.When an
inertia starter spins, the pinion moves along the thread of the motor shaft
and engages with the flywheel gear ring.It then reaches a stop at the
end of the thread, begins to turn with the shaft and so turns the engine.Once
the engine starts, it spins the pinion faster than its own starter-motor shaft. The
spinning action screws the pinion back down its thread and out of engagement.

The pinion returns so violently that there has to be a strong spring

on the shaft to cushion its impact.The violent engagement and disengagement
of an inertia starter can cause heavy wear on the gear teeth. To
overcome that problem the pre-engaged starter was introduced, which
has a solenoid mounted on the motor.There's more to a car starter
system: As well as switching on the motor, the solenoid also slides the
pinion along the shaft to engage it.The shaft has straight splines rather
than a Bendix thread, so that the pinion always turns with it.The pinion is
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brought into contact with the
toothed ring on the flywheel by a sliding fork. The fork is moved by a
solenoid, which has two sets of contacts that close one after the other.
The first contact supplies a low current to the motor so that it turns
slowly - just far enough to let the pinion teeth engage. Then the second
contacts close, feeding the motor a high current to turn the engine.

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 VI. ASSESMENT SCHEDULE

Tentative dates for Assessment Tests and Model Exam

Unit test 1 :
First Internal assessment : 16-09-2022
Unit test II :
Second Internal assessment : 2-11-2022
Model Exam : 1-12-2022

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 VII. PRESCRIBED TEXT AND REFERENCE BOOKS

TEXT BOOKS:
T1.Kirpal Singh, “Automobile Engineering”, Vol 1 & 2, Seventh
Edition, Standard Publishers, New Delhi, 1997.
T2. Jain K.K. and Asthana .R.B, “Automobile Engineering” Tata McGraw
Hill Publishers, New Delhi, 2002.

REFERENCES:
R1. Newton, Steeds and Garet, “Motor Vehicles”, Butterworth
Publishers, 1989.
R2. Joseph Heitner, “Automotive Mechanics,” Second Edition, East-West Press,
1999.
R3. Martin W, Stockel and Martin T
Stockle , “Automotive Mechanics Fundamentals,”
The Good heart –Will Cox Company Inc, USA ,1978.64
R4. Heinz Heisler, “Advanced Engine Technology,”
SAE International Publications USA, 1998.
R5.Ganesan V. “Internal Combustion Engines”, Third Edition, Tata McGraw-
Hill, 2007.

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 VIII. MINI PROJECT SUGGESTION

1. Design and fabrication of electromagnetic clutch for

remote operated vehicle

2. Fabrication of simple transfer case using spur gears

for demonstrating all wheel vehicle power transmission

3. Study and sectional view of differential unit of an automobile

4. Demonstration of fluid flywheel concept using table fan to

show the transfer of power

5. Miniature Shiftless Transmission

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 Thank you

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