The gear box which is also known as the transmission system. It is the second element of the power train in an automobile. It is used to change the speed and torque of vehicle according to variety of road and load conditions.
The gear box which is also known as the transmission system. It is the second element of the power train in an automobile. It is used to change the speed and torque of vehicle according to variety of road and load conditions.
Basic parts of steering system:
Steering wheel, column and shaft – driver inputs
Steering gear – changes direction – rotating steering wheel into linear motion.
Steering linkage – connects steering gear to steering arms
Ball joints – allows movement of steering components and suspension
A clutch is a mechanism which enables the rotary motion of one shaft to be transmitted at will to the second shaft, whose axis is coincident with that of first. Clutch is located between the engine and gearbox. When the clutch is engaged, the power flows from the engine to the rear wheels through the transmission system and the vehicle moves when the clutch is disengaged, the power is not transmitted to the rear wheels and the vehicle stops, while the engine is still running.
Basic parts of steering system:
Steering wheel, column and shaft – driver inputs
Steering gear – changes direction – rotating steering wheel into linear motion.
Steering linkage – connects steering gear to steering arms
Ball joints – allows movement of steering components and suspension
A clutch is a mechanism which enables the rotary motion of one shaft to be transmitted at will to the second shaft, whose axis is coincident with that of first. Clutch is located between the engine and gearbox. When the clutch is engaged, the power flows from the engine to the rear wheels through the transmission system and the vehicle moves when the clutch is disengaged, the power is not transmitted to the rear wheels and the vehicle stops, while the engine is still running.
The Transmission
Contents
Abstract 3
Introduction 3
Discussion 3
(Automatic-transmission) 3
(Manual Transmission) 5
(Type of Gears) 6
(Gear Ratios) 7
(Transmission and Shaft work) 8
Relative-Motion (Analysis: Velocity) 9
Conclusion 10
References 11
Abstract
The aim of this report is to introduce the types of transmissions and how they operate. A description of the internal parts and external parts are included to guide the reader better understand the system. Since the report is based on a thermodynamic perspective, some basic equations will also be presented. The relationship between thermodynamics and transmission system is mainly in the shaft work.Introduction
To overcome inertia, the automobile engine develops power that is transmitted as torque from the engine crankshaft to the wheels. In order to achieve a smooth and gradual transfer of power, we use a clutch friction unit to engage and disengage the power flow. The use of clutches are actually found in both transmissions, however, the location is different. The transmission is used to best choose the gear ratio according to the power and speed. It is also present to provide the proper gear ratio for the car in different conditions, such as when the car is accelerating, stopping, maintaining speed, or reversing. The basic components necessary to deliver power to the drive wheels are the clutches, control linkages, flywheel (only in manual) or flexplate (only in automatic), torque converter (automatic), and the transmission. The relationship between thermodynamics and transmission system is mainly in the shaft work.Discussion
(Automatic-transmission)
To begin, it is important to understand that all transmissions are different. There is the automatic, semi-automatic, and manual (standard) transmission. The one that will first be introduced is the more common type— the automatic transmission.
The automatic transmission is called “automatic” because the gear ratios are changed automatically without the driver’s required input, typically using hydraulics o select ears depending on the pressure exerted by the fluid within the transmission assembly.. It is said that the clutch is replaced by a mechanism called the torque converter. This torque converter is located in front of the transmission housing as shown. The torque converter is a mechanical device that transfers power from engine to the transmission. (Note that the torque converter is only found in automatic transmissions). Inside the torque converter there is an impeller (pump), stator, and a turbine as shown. The impeller is connected directly to the engine. The impeller is responsible for moving the turbine. The movement of the impeller accompanied with the transmission fluid forces the turbine to rotate. This rotation causes the kinetic energy to be transferred to the input shaft, and later to the inside of the transmission. Lastly, there is small mechanism that is called the stator. This com ...
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About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
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• Compatible with IDM8000 CCR.
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Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
2. INTRODUCTION
Power developed by engine is used to turn the wheels so that the
motor vehicle can be propelled on the road.
The mechanism that transmits the power developed by the engine of
the automobile to the driving wheels is called the transmission
system.
It includes clutch, the gearbox, propeller shaft, universal joints,
wheel and tyres.
The purpose of transmission is to provide high torque at the time of
starting, hill climbing, acceleration and pulling the load.
4. CLUTCH
A clutch is mechanism which enable the rotary
motion of one shaft to be transmitted at will to second
shaft, whose axis is coincident with that of first.
It is located between the engine and gear box.
When clutch is engaged the power flows from the
engine to the rear wheels through the transmission
system and the vehicle moves.
When clutch is disengaged the power is not
transmitted from the engine to the rear wheels and the
vehicles stop but engine is still running.
The clutch is disengaged at the time of : starting the
vehicle, changing the gears and stopping the vehicle
when engine is idle.
The clutch is engaged only when the vehicle is running.
5. FUNCTION OF CLUTCH
To permit engagement or disengagement of a gear when
the vehicle is stationary and the engine is running.
To transmit the engine power to the road wheels smoothly
without jerk/shock to the transmission system while setting
the wheel in motion.
To permit the engaging of gears when the vehicle is in
motion without damaging the gear wheels.
6. REQUIREMENT OF CLUTCH
It should be easily operated.
It should be dynamically balanced.
It should be free from slip when engaged.
It should engage gradually.
It should be easily accessible and have simple means of adjustment.
It should be as small as possible
It should be able to dissipate large amount of heat.
It should have suitable mechanism to damp vibrations.
7. WORKING PRINCIPLE OF CLUTCH
The clutch principle is based on friction.
When two friction surfaces are brought in contact with
each other and pressed they are united due to friction
between them and revolve as single unit.
If one is revolved the other will also revolve.
One surface is considered as driving member and other
as driven member. The driving member is kept rotating.
When the driven member is brought in contact with
driving member, it also starts rotating. When driven
member is separated from the driving member it stops
revolving.
This is how a clutch operates.
8. TYPES OF CLUTCH
CLUTCHES
Positive Clutch Gradual Engagement
Friction Clutch
Cone Clutch Plate Clutch
Single Plate Multiplate
Centrifugal
Clutch
14. INTRODUCTION
An automobile requires high torque when climbing hills and when starting, even though
they are performed at low speeds.
On other hand, when running at high speeds on level roads, high torque is not required
because of momentum.
So requirement of a device is occur, which can change the vehicle’s torque and its speed
according to road condition or when the driver need.
This device is known as transmission (Gear Box) box.
15. INTRODUCTION
The next main component of transmission system is gearbox.
The main function of gearbox is to provide the necessary variation to driving torque
according to operating conditions.
The gearbox is necessary:
1. When engine is coupled to gear box a constant fixed speed is given to the vehicle
2. The gear box is provided with series of gears and shaft to obtain different speeds.
3. The gear box provides more torque on hill climbing and low torque at low speeds of engine.
4. Gear box is required to run the vehicle in reverse direction.
5. Gear box is also necessary to provide a neutral gear so that the engine power does not
transmit to the rest of the transmission line up to the wheels even the clutch is in engaged.
17. CONSTANTMESH GEAR BOX
In this type of gear box, all the
gears are in constant mesh with the
corresponding gears on the lay
shaft.
The gears on the main shaft which
is splined are free. The dog clutches
are provided which are free to slide
on the main shaft. One dog clutch is
between the clutch gear and the
second gear while other is between
first gear and reverse gear.
The gears on the lay shaft are fixed.
18. CONSTANTMESH GEAR BOX
For first gear (low gear) the Dog clutch D2 moves
towards left by mean of gear shift lever, it teeth
are engaged with teeth on low gear M1. A motion
is carried from clutch gear K-lay shaft A-lay shaft
gear C-main shaft gear M1-dog D2-main shaft for
final drive.
For second gear dog clutch D1 is moves towards
right which mesh the teeth on second gear M2. A
motion is carried from clutch gear K-lay shaft A-
lay shaft gear B -main shaft gear M2 -dog D1-
main shaft for final drive.
19. CONSTANTMESH GEAR BOX
For third gear (direct gear) the dog clutch D1
moves towards the left by selector mechanism to
mesh with teeth on clutch gear K. A motion is
carried from clutch gear K- dog D1-main shaft for
final drive.
For reverse gear the dog clutch D2 is moved right
and mesh with teeth on M1 gear. A motion is
carried from clutch gear K-gear A- gear D-
intermediate gear I-gear M3-dog D2-main shaft
for final drive.
20. SYNCHROMESH GEAR BOX
It consist of synchronizer which is placed between
two gears. G1 and G2 are the ring-shaped members
which are having the internal tooth that fits onto the
external teeth. F1 and F2 are the sliding members of
the main shaft. H1, H2, N1, N2, P1, P2, R1, R2 are
the friction surface.
A spline shaft is used as the output shaft over which
the synchronizers and gears are mounted. According
to the Fig. B, C, D, E are the gears that can freely
rotate on the main shaft in mesh with corresponding
gears in the layshaft. As long as shaft A is rotating all
the gears in the main shaft and layshaft rotates
continuously.
It is the intermediate shaft over which gears with
suitable size are mounted and is used to transmit the
rotational motion from clutch shaft to the final output
shaft. According to the Fig. U1, U2, U3, U4 are the
fixed gears on the countershaft(layshaft).
21. SYNCHROMESH GEAR BOX
For first gear, the ring shaft member and the sliding
members i.e., G2 and F2 moves towards left till the
cones P1 and P2 rub each other. Then friction makes
their speed equal. Once their speeds are equal G2 is
further pushed towards left and it engages with the teeth
L2. A motion is carried from clutch gear B to the
layshaft gear U1. Then it goes to layshaft U3, and the
motion is moved to the main shaft gear D. From there
the motion is transferred to F2 which is the sliding
member and then to the main shaft for the final drive.
For second gear the ring shaft and the sliding members
i.e., G1 and F1 moves towards the right till the cones N1
and N2 rub each other. Then the friction makes their
speed equal. G1 is further pushed towards the right so
that it meshes with the gear. The motion is transferred
from clutch gear B to the layshaft gear U1. From U1 the
motion is transferred to U2. From U2 it is shifted to the
main shaft gear C. Then the motion is transferred to the
sliding member F1. Then it goes to the main shaft for the
final drive.
22. SYNCHROMESH GEAR BOX
For top gear or direct gear, the motion is shifted directly
from clutch gear B to the sliding member F1. Then from
F1 to the main shaft. This is done by moving G1 and F1
to the left.
For reverse gear, the motion is transferred from clutch
gear A to the layshaft gear U1. From there it is
transferred to layshaft gear U4 and then to the
intermediate gear U5. From there to the main shaft gear
E and then to the sliding member F2 and then to the
main shaft for the final drive. This is done by moving G2
towards the right. Intermediate gear helps to achieve the
reverse gear.
23. OVERDRIVE
It is the unit fitted between gearbox and
propeller shaft to permit propeller shaft
at faster speed than that in top gear.
Overdrive are used in sport cars.
By using this there is increase in speed
about 20 to 25 % than the maximum
engine speed.
So advantage of this is to increase
engine life, improve fuel consumption
also reduce noise and vibration.
24. TORQUE CONVERTER
It is a device which is used to
increase the engine torque.
It is made up from three main
components namely impeller,
turbine and stator.
An impeller is driving member
A turbine is driven member
Stator is fixed to the casing
Whole assembly is filled with the
oil having suitable viscosity
25. EPICYCLIC GEAR TRAIN
First gear ratio: This provide high torque ratios to
the vehicle it is obtained by fixing the ring gear
which in turn causes the planet carrier to rotate
with the power supplied to the sun gear.
Second gear ratio: This provides high speed ratios
to the vehicle , these ratios are obtained by fixing
the sun gear which in turn makes the planet carrier
the driven member and annular the driving
member.
Reverse gear ratio: This gear reverses the
direction of the output shaft which in turn reverses
the direction of the vehicle, this gear is achieved
by fixing the planet gear carrier which in turn
makes the annular gear the driven member and the
sun gear the driver member.
26. PROPELLER SHAFT
It is the shaft which connects the transmission main of the output shaft to the
differential mechanism at rear wheel axles.
It is also called as drive shaft.
It consist of three main parts: propeller shaft, sliding joints and universal joints.
Functions of Propeller Shaft:
1. It transmits rotary motion & power to the
differential.
2. Transmit motion at varying angles: Universal
Joint
3. Accommodates change in length: Done by sliding
Joint
27. AXLE
An axel is a central shaft which is
used to move rotary motion to
wheels.
For wheeled vehicle the axle may
be fixed to the wheels, rotating
with hem, or fixed to the vehicle,
with the wheels rotating around
the axel.
An automobile has front and rear
axel
28. TYPES OF AXEL
REAR
AXLE
• Semi Floating
• Fully floating
• Three quarter
floating
FRONT
AXLE
• Dead Axle
• Live axle
STUB
AXLE
• Elliot
• Reverse Elliot
• Lamoine
• Reversed
lamoine
29. SEMI FLOATING AXLE
In this type bearings are installed between
the axial housing and the axel shaft.
Wheel is fitted directly to the flanged of
wheel hub at outer end of shafts by bolts,
while inner end of the axel is splines and
supported in differential.
It has support all loads i.e. driving torque
and total weight of vehicle.
It is the simplest and cheapest type of axel
It is widely used in passenger cars.
30. FULLY FLOATING AXEL
In this type of axel two taper roller bearings are used.
Two roller bearings are between the wheel and axle
casings.
The axal shaft is provided with flange at outer end,
which is fastened to the wheel hub by means of bolts.
The weight of vehicle is taken by axle casing and
wheels.
The axal shaft is only transmit the torque.
The axle shaft may be removed from the casing
without effecting the hub and wheel.
It is used for heavy duty vehicles such as trucks.
31. THREE QUARTER FLOATING AXEL
In this type bearing is located between the axle casing
and the wheel hub.
The shearing and bending stress due to weight of
vehicle is taken by axle casing.
The axial shaft is keyed to the hub to provide torque.
The inner end of the shaft is splined and connected to
the differential.
The axal has to take only end loads and driving
torque.
It is the compromise between full floating and semi
floating axle.
32. STUB AXLE
Stub axle are connected to the front axle by king pins
Front wheels are mounted on stub axles arrangement for
steering.
Stub axle turns on king pin
The stub axles are the forging of 3% nickel steel and alloy steels
containing chromium and molybdenum.
Stub axle are of four types:
1. Elliot
2. Reversed Elliot
3. LaMoine
4. Reversed LaMoine.
33. TYPES OF STUB AXLE
Elliot: this type uses a king pin, a yoke and
a cotter to connect to the front axle
Reverse Elliot: this type has the opposite
arrangement of standard Elliot stub axle
Lamoine: this stub axle type has an L-
shaped spindle instead of yoke-type hinge
Reversed lamoine: it has the opposite
layout of standard lamoine stub axle.