UNIT-I

TRANSMISSION SYSTEM

CLUTCHES

TYPES OF FRICTION CLUTCHES:

The clutches used in motor vehicles are almost very similar in construction and operation.
There are some differences in the details of the linkage as well as in the pressure plate
assembly. In addition, some clutches for heavy duty application have two friction plates and an
intermediate pressure plate.

Different types of clutches are as follows

1. Friction clutches

a) Single plate clutch.

b) Multi plate clutch (i) wet (ii) dry
c) Cone clutches (i) External (ii) Internal

SINGLE PLATE CLUTCH:

A simplified sketch of a single plate clutch is given In the Fig. 3. 3. It is most common ‘type of
clutch used in motor vehicles. Basically, it consists of only one clutch plate (Fig. 3. 4) mounted
on the splines of the clutch shaft. The clutch plate is held between the flywheel and the pressure
plate is bolted to the fly wheel through the clutch spring
and is free to slide on the clutch shaft when the clutch
plate is operated. There are six springs (the number may
vary depending on the design) arranged
 FACIN
G
circumferentially which TORSI provide axial force to keep
the clutch in engaged ON position. Friction linings are
attached SPRIN
to the clutch plate on both sides to provide two G annular friction surface for the
transmission of power. Due to the friction between the flywheel, clutch plato and pressure
plate, the clutch plate revolves with the flywheel. As the clutch plate revolves, the clutch shaft
also revolves. Clutch shaft is connected to the transmission. Thus the engine power is
transmitted to the crank shaft to the clutch shaft. A pedal is prov,ded to pull the pressure plate
against the spring force wherever it is required to be disengaged. Ordinarily it remains in
engaged position as shown in the Fig. 3.3

When the clutch pedal is pressed, the pressure plate is moved to the right
against to the force of s’ring, and the clutch plate becomes free between flywheel and
the pressure plate, This is achieved by means of a suitable linkage and through bearing.
With this movement of the pressure plate, the friction plate is released and .the clutch is
disengaged.
MULTIPLATE CLUTCH

Multi plate clutch consists of a number of clutch plates, instead of only one
clutch plate as in the case of single plate clutch. As the number of clutch
plates are increased, the friction surface also
increase. The increased number of friction
surface obviously increases the capacity of the
clutch to transmit torque Ihe plates are
alternately fitted to the engine shaft and the
gear box shaft.

In this cluth there are four pressure plates and

four friction plates as shown in Fig. 3.5 These
pressure plates are linked to the clutch cover by
means of studs. The clutch cover is fitted to the
fly wheel. The first friction plate is between the
first and second pressure plate. The second
friction plate is between the second pressure
plate and third pressure plate and so on. The
link mechanism is the same as the one used in
the single plate clutch. The friction plates are
connected to the clutch shaft by means of splines arrangements.

While the flywheel is rotating the pressure plates rotate and press against
the friction plates. This cause to rotate the friction plate also. The clutch
shaft is then rotated. When the pedal is pressed the flywheel continues
to rotate. The friction plates are then released. This happens because they are not fully pressed
by the pressure plates. The friction plates are thus free of rotation. The clutch shaft also stops
rotating.
The multi plate clutches are used in heavy commercial vehicles, racing
cars and motor cycles for transmitting high torque. the multi plate clutches may be dry or wet.
When the clutch is operated in an oil path, it is called wet clutch, The wet clutch are generally
used in connection with, or as a part or the automatic transmission.

MOTOR CYCLE CLUTCH:

In a motor cycle, a single plate clutch is not able to transmit the power from
the engine~ to the gear box, Therefore, a multi plate clutch is used. Multi plate clutch ‘consists of
a number of clutch plates, instead of only one clutch plate as in the case of single plate clutch. As
this number of clutch plates are increased, the friction surface is also increased. The clutch is
always kept immersed in oil. Due this the surface of the
plate do not get too heated,

The various parts of the motor cycle multi plate clutch are
shown in Fig.~.6. There are four clutch disks, four
pressure plates, a hub and springs. When the control
lever 1~2~perated the clutch gets disengage Then that.
presser

Fig.3.6 Motor Cycle Clutch

plates do not press on the clutch disks. Thus there is no transmission from the flywheel to the
gear box. When the clutch lever is not ,n operation, the clutch gets
engaged. The clutch disks do not get pressed by the pressure plates. The power is not
transmitted from engine to the gear box. The clutch disks carry a clutch lining on both its sides.
This develops the adhesive friction required for the operation of the clutch.

DIAPHRAGM CLUTCH:

The construction of this type of clutch is similar to ~that of the single plate
type of clutch except that here diaphragm springs are used instead of the ordinary coil springs.
In the free Condition the diaphragm spring is of conical form but when assembled, it is
constrained to an approximately flat condition because of which it exerts a load upon the
pressure plate. A diaphragm spring type
 clutch is shown in the Fig. 3.7a shows the clutch in the engaged position and Fig. 3.7 in the
disengaged position. When the clutch is engaged, the spring pivots on the. rear pivot rings as it
is held in the clutch over, so that its. outer ring contacts pressure plate, In this conical position of
spring the clutch plates remains gripped, between the fly wheel and the pressure plate.

When the clutch pedal is pressed. the throughout bearing moves towards
the flywheel, pressing the centre portions of the spring, which causes the rim to move backward.
This removes the pressure on the pressure plate and the clutch is disengaged.

This type of clutch has some advantages over coil spring type clutches. It
needs no release levers. The spring itself as series of levers. The pressure of the spring

increases the flat position is reached and decreases as this caution is passed. The driver does
not have to exert such heavy pressure to hold the clutch disengaged as with the coil spring type,

The fluid flywheel or fluid coupling is a hydraulic clutch. It is variably used in

connection with epicyclic gear box in heavy vehicle application.
(e.g.) Ashok Leyland Tiger.
 The fluid fly wheel (Fig.3. 8) consists of a split housing rotated with the engine.
Inside this housing is a turbine(or driven motor) which is connected by a shaft to this gear box.
The housing rotated by the engine is known a~ the pump. The pump is divided up into a number
of cell~ correspond to similar openings in the turbine. The fluid fl~ wheel housing is filled with
the oil. As the driving member rotates, the fluid flows outwards under the action of centrifugal
force, and circulates from the pump cells to turbine cells. Because the fluid is also being carried
round by the pump member, the fluid tends to rotate the turbine. In fluid flywheel the pump and
the turbine should not rotate a the same speed because of they rotate at the same speed fluid
circulation will seize. Hence the turbine speed will be less than that of the pump. This known as ‘
Slip’ At maximum efficiency the amount of slip become 2% The slip being greater at lower
speed. Complete disconnection of the drive is not possible with fluid coupling and it is no
suitable for use with an ordinary gear box.

Fluid flywheels require less attention than friction clutches and need adjustment.
The drive is taken up smoothly, torsional vibration of the crank shaft and the transmission are
damped out, the fluid absorbs transmission shock when breaking (or) coasting down a hill the
clutch pedal is eliminated.

GEAR BOX:

PURPOSE CF GEAR BOX:

When a vehicle is starting from rest, accelerating hil climbing and meeting other
resistance a high tractate effort is required at the driving wheels. The tractate effort at the
wheels is depended upon the torque developed by the engine which increases, with in limits as
the engine speed. increases, reading a maximum at some predetermined number of revolution.
If the engine was coupled directly to driven axle, the engine speed would necessarily below
when
high driving torque is required. To deal with the problem the engine revolutions are maintained
by reduction gears. The reduction gears are enclosed in a metal box called a gearbox. The road
Wheel rotate at lower speed to suit the following operating conditions of the vehicle.
1)Thus by maintaining. the optimum engine speed the gear box can multiply the engine torque
to meet the torque requirement at the road wheels.
2)In order to reverse the vehicle the gear box changes the direction of drive from engine to road
wheels.
3)The gear box also provides a neutral position so that the clutch may be left in engagement
while the engine running.

TYPES OF GEAR BOX:

The gear boxes are classified according to the method of engaging the gears on the main shaft
to the gear on the counter shaft. They are given under’:
1. Sliding mesh type 2. Constant mesh type
3. Synchromesh type 4. Epicylic gear type
SLIDING MESH GEAR BOX:

It is the oldest and simplest form of a gear box. A three speed sliding gear

box is shown in (Fig. 3. 9.) in first gear position The clutch gear is rigidly fixed to the clutch shaft
it remains always connected to the driven gear of the countershaft. Three other gears are also
rigidly fixed to the counter shaft (lay shaft). They are second speed gear, first speed gear and
reverse speed gear. Two gears are mounted on the splined main shaft which can be shafted by
the shifter yoke when the shift lever is operated. These gears are the second speed gear and
first and reverse speed gear. They can be connected to the corresponding gear of counter shaft.
A reverse idle gear is mounted on another shaft and always remains connected to reverse
gears of the counter shaft.

GEAR IN NEUTRAL

When the engine is running and clutch is engaged, the clutch shaft gear drives
the counter shaft gear. The counter shaft rotates opposite in direction to the clutch shaft. In
neutral position. only the clutch shaft gear is connected to the first gear on the counter shaft.
The main shaft turns in the same direction as the clutch shaft. A gear reduction of approximately
3 :1 is obtained.
 By operating the gear shift lever, the larger gear o~ the main shaft is moved along the
shaft to mesh.
SECOND GEAR:

By operating the gear shift lever, the larger SPRING LOAOEO BALL
gear of the main shaft is demeshed from the
first gear of the counter shaft and then the smaller gear of the main shaft is meshed with the
second gear of the counter shatt. A gear reduction of approximatly 2:1 obtained. (Fig. 3 9a)
.

THIRD OR TOP OF HIGH SPEED GEAR:

By operating the gear shift lever, the second gear of the main shaft and counter
shaft are demised, and then the second and top gear of the main shaft is forced axially against
the clutch shaft gear. External teeth on the clutch shaft gear mesh with the internal teeth in the
second and top gear. The main shaft turns with the clutch shaft and gear ratio of 1:1 is obtained
(Fig. 3. 9b).

REVERSE GEAR:

By operating the gear shift lever, the larger gear of the main shaft is meshed with
the reverse idler gear. The reverse idler gear is always in mesh with the counter shaft reverse
gear. Interposing the idler gear between the counter shaft reverse gear and main shaft bigger
gear, the main shaft turns in the direction opposite to that of the clutch shaft. This reverses the
rotation of wheels so that, the vehicle backs (Fig. 3.Sd).

CONSTANT MESH GEAR BOX

The construction of the constant mesh gear A is similar to the sliding mesh gear
box but the difference is only that all the gears of the main shaft are in constant mesh with the
corresponding gears of the counter shaft (lay shaft). And all the gears are helical gears.

Fig3. 10 shows a constant mesh gear box. It consists of a clutch shaft, a counter shaft and a
main shaft’
Fig. 3. 10 Constantmesh Gear
Box
Gears (2), (3), (5), (7) and (9) are fixed to the counter shaft. They do not slide along it. Gear
wheels (4), (6) and (8) are not fixed to the main shaft. Therefore, these gears can revolve fteely
around it. Gear (4) of the main shaft. is in constant mesh with gear (3) of the counter shaft.
Similarly, gear (6) is in constant mesh with gear (5) and gear (8) with gear (7). All the gears are
shown in the neutral position.

Power transmission in the four gear positions is given below:

FIRST GEAR :

Collar (15) is spline to the main shaft. It ~an slide along the shaft. The collar revolves with
the shaft. It is locked to gear (8) by means of a dog clutch. Power is transmitted from gear (7) to
gear (8j and then to collar (15). The collar rotates the main shaft.

SECOND GEAR:

Collar (1 5) slides in the opposite direction along the main shaft. This collar is locked to gear
(6) by means of a dog clutch. Power is transmitted from gar (5) to gear (6) and then to collar
(15). The collar rotates the main shaft.

THIRD GEAR

Collar (16) is splined to the main shaft. It can slide along the main shaft. This collar revolves
with the shaft. This collar ‘is locked to gear (4) by means of a dog clutch. Power is transmitted
from gear (3) to gear (4j and then to collar (16). The collar rotates the main shaft.

FOURTH OR TOP GEAR :

Collar (16) is locked directly to the clutch shaft (12) by a dog clutch. Power is transmitted
from the clutch shaft to main shaft.

Here, collars (15) and (16) are not engaged. Gear (11) can slide along main shaft (14). Gear
(10) is the reverse gear. Power is transmitted from gear wheel (9) to gear wheel (11), through
reverse gear (10). Due to this the main shaft rotates in the opposite direction Thus, the vehicle
moves in the reverse direction.

SYNCHRO MESH MECHANISM:

The modern cars use helical gears and synchromesh devices in the gear boxes, that
synchronize the rotation of gears that are about to be meshed This eliminates clashing of the
gears and make gear shifting easier. The synchromesh gear box is similar to the constant mesh
gear but the synchromesh gear box is provided with a synchromesh device by which the two
gears to be engaged are first brought into frictional contact which equalizes their speed after
 Fig. 3. 11 Synchromesh
Unit r

EXTERNAL
iNTERN
which they are engaged AL
GROOV
GROOVES smoothly. In most of the cars, the
synchromesh devices are ES not fitted to all the gears. They are
fitted only on top gears. of Sychromesh 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 GEAR BOX stationery.

To understand the working of the gear box Fig. .3. 11 shows in steps how the synchromes’i
unit is engaged.

When the syachromesh is disengaged, gear are running free on the

mainshaft and the two gears to be engaged are running at different speeds. When the
selector lever is moved, the sliding sleeve and sliding gear slide together because of the
pressure of the spring loaded balls untd the cones on the gears contact. Both gears
bave now reached, the same speed. As the selector lever is moved further, the sliding
gear cone is held against the high speed gear cone and the sliding sleeve press the
spring loaded bails and slides over on to the high speed gear there by king the gear to It.
Since both pinion and synchromesh units are moving at the same speed, this engagement is
done without noise or damage to the dogs. A slight delay is necessary before engaging the dog
teeth so that the cones have a chance to bring the synchronizer arid pinion to the same speed.
 SYNCHROMESR

The Synchroinesh gear box is similar to the constant mesh eacept the synchromeeh
Unit Fig.3.J 4.ashows a synchromesh type gear box having Five speeds. The gear
positions shown in Fig1a Corresponds to situation when the Vehicle is in Neutral lear,

•REV~RSEiOLER
REAR GEAR

I.FIRST GEAR
Figure a shows the power flow through the transmission in first. The 1-2 synchronizer

has been moved to the right of its

internal teeth engage the external teeth of the first speed gear.

2.SECOND GEAR
Figure b shows the power flow through the transmission In used gear. The 1-2
synchronizer has been moved to the lift so its Internal teeth engage the external teeth of
the upend - speed gear.

a FIRST GEAR b SECOND GEAR

Figure c shows the power flow brought the transmission in has been moved to the right so its
internal teeth engage the external teeth of the third-speed gear.
4.FOURTH GEAR

Figure d shows the power flow throw the transmission in fourth gear. The 3..4 synchronizer has
been moved to the left, so its internal teeth engage the external teeth of the clutch gear.

In reveuse. both synehronimbers sre is the neutiat peeldom. The reverse gear has ‘~etn
rnovei to the left, so it engage the reverse idler gear. Now, the elba gear in the train
causes the maim shaft to trw its the reverse arecuon. so the car moves bacliward.

EVICYCLIC GEAR BOX:

SIMPLE EPICYCLJC GEAR TRAIN

,:r.h PI.ArI
 the ring gear cannot move, the planet gears are forced to climb over it. During this
position, ~he ring gear acts as a track for the planet gears to move over. The driven
shaft which is connected to the planet gear carrier is thus rota ted
When the ring gear is released it is free to ntove 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 shah remains stationary.

A planetary gear box contains a number of such units in different sizes to obtain
BRAKE
BANDS

various speed reductions. Fig.3.13 Epicyclic Gear Box

In a simple epicyclic gear
set, There may be six possible speeds, four of which are forward and two reverse.
i.Forward, fast output speed: This is obtained when planet carrier is driving, ring gear is driven and
the sun gear is held stationary.
ii. Forward. very fast output speed This is obtained when planet carrier is driving, sun gear is
driven and the ring gear is held stationary.
iii. Forward, slow output speed: With ring gear driving planet carrier driven and the sun gear
stationary, this comas about
iv. Forward, is slow output speed This results when the sun is driving, planet carrier driven and the
ring gear stationary.
v. Reverse, slow output speed: This is obtained when the sun gear is driving~ the ring gear is
driven, and the planet carrier is stationary.
vi. Reverse, fast output speed This condition is obtained with the ring gear driving, sun gear driven
and the planet carrier stationary.

CONSTRUCTION AND OPERATION OF EPICYCLIC GEAR BOX:

Fig 3.13’. shows an epicyclic gear box, The compound gear ACE is mounted on a pin fixed to a
wheel G. The compound gear is free to rotate on the pin. Gears, A, C and E are meshed with the
three different gears B,D and F respectively, which are connected in turn to the drums
H, J and K. The drums H and J have brakes in outer circumference and drum K is provided with a number
of clutch plates. A hub is fitted to the flywheel spigot shaft N to which a number of clutch plates
are attached. When the member M is pressed against the clutch plate, it engages the clutch,
thereby connecting the shaft N to the output shaft P. directly. It is top speed gear.

To obtain low speed gear, disengage the clutch and apply on drum J, with the help of gear
change lever. This action locks the gear D, thereby decreasing the speed of gear B and hence that of
the output shaft.

To obtain reverse gear, disengage the clutch and apply brake on drum M. This locks the
gear F. thereby reversing the direction of rotation of B, with respect to the input shaft. The speed
of B is also reduced.
PROPELLER SHAFT:

This is the shaft which transmits the drive from the gear box to the bevel pinion or worm of
final drive. It consists of three parts.

Shaft.

One or two universal joints, depending upon the type of the rear axle drive used. The
universal joints act for the up and down movements of rear axle when the vehicle is
running.
Slip joint - Depending upon the one slip joint he there in the shaft. This serves to adjust the length of the
propeller shaft when deranged by the rear axle movement.

Fig shows propeller shaft, with two universal joint.~ at the ends and a slip or sliding joint. Slip joint is formed
by the internal splines on the sleeve attached to he left universal joint and external splines on the
propeller as shown.

‘he rotary motion of the transmission main shaft is carried out the propeller shaft to the differential,
causing
ii

2. SLIP JOINT

II
I. UNIVERSAL JOINT

3. HOLUOW SHAFT

whoels to rotate. ~The propeller shaft has to with with the torsional stress of the transmitting torque, it
must be light and well balance so that vibration and whip will not occur at high speed. i-or those reasons,
it is made of strong steel tube.

In so vehicles, torque piece propeller shaft is used. It consist of twO’ propeller shaft supported in the
middle by o self- ball in a cross member of the chassis. In all there are, three universal joints two slip

UNIVERSAL JOINT

An universal joint is used where two shafts are connected at to transmit torque. In the transmission
system c-f a motor vehicle, the transmission main shaft, propeller shaft and the pinion shaft are not in
one lies hence the coincide between them are made by the universal one joint is used to.
 TYPES OF UNIVERSAL JOlNT

1. Cross type or spider and two yoke type

Pot type joi it
3 Ball and turnnion type
4.Constant velocity type
5.Flexible ring universaI joint

1. CROSS TYPE OR SPIDER AND TWO YOKE TYPE:

axis yy. An Improved form of this joint uses needle roller bearing to support the cross in the
yoke. This result in increase of joint efficiency. To allow for the telescopic movement an extnded
hub of one yoke is internally splined as shown in figure 3. 15a.

SPLINES FOR SI4DING JOINT

Cross’type universal joint

Cross Tube universal joint

2. POT TYPE JOINT:
Pot type of joint is another and
carries two hemi-
SPHERICAL BLOCK SHAFT spherical shaped
blocks atta ched to it by
Fig. 3.16 Pot Type Joint means of a pin. These
kind of universal joint Fig:3~. blocks slide in the pot;
16 gives the general the pot itself is carried
arrangement of this by the second shaft.
type of joint. The This arranand axial
end of one shaft is movements.
specially shaped
 In most automobile vehicles the final drive is embodied in rear axle. But in
various popular vehicles with front wheel drive and a few special purpose vehicles with four
wheel drive, it becomes necessary to consider final drives as units dependent of their positions.

FUNCTIONS OF FINAL DRIVE:

In a motor vehicle the final drive has two purposes.

1.To provide a permanent speed reduction. For motor cars the reduction is usually about 4:1
and 10 :1 in heavy vehicle.

2.To turn the drive through 90~ so that the torque may be transmitted from propeller shaft to the
rear axle.

CONSTRUCTION OF FINAL DRIVE:

The final drive consists of a

TYPES OF GEARS:

There are three types of the final

drive gearing:

a) Straight bevel gears

b) Spiral bevel gears

c) Hypoid gears.
bevel pinion and crown wheel (ring gear). as shown in
Fig 3.17. Thebevel pinion is
mounted
on the shaft which is
conn movements.ectesi to the propeller shaft
generally AXLE through a universal
joint. From the crown wheel the drive goes to rear
axIes through differential.
 I
STRAIGHT BEVEL GEARS :(Flg.3 ISa)
These contain the straight
teeth. They are therefore
simplest arid thus the.
cheapest of all type.

BEVEL GEAR Of
STRAIGHT TEETH

% EVEL PINION OE
5I¼iAIGHT YEETH
 C Hypoid Sniriil Gear

ADVANTAGES OF HYPOID GEARS:

1.This permits a lower position of the propellei shall thus a~Iow~nc a low chassis height.

2.Wiping action ~ake~ place between the teeth as the teeth mesh and de~nesh, The result
is smooth runni~ig.

3, the same size of spiral bev~I crown wheel the shape and size of pinion teeth in hypoid
drive is greater Lhus can with stand high torque.

WORM AND WORM WHEEL DRIVE: Fig.3.18d

Instead of bevel pinion and the crown wheel, the worm and worm wheel ~irrangement is
also used frequently. This gives a quite and efficient drive. Further. larger gear reduction as
compared to the bevel pinion type where double reduction has to be employed The worm can
be mounted either below the wheel axis level low chassis height or above the wheel axis level
aIIow ground clearance.
 UST
BEARIN
GS

WORM WHEEL

DIFFERENTIAL

If a vehicle tra~cofs in a straight line, the two rear wheels turn on the road exactly at same
speed. There is no relative movement between the two rear wheels. But when the vehicle takes
a turn, the outer wheel travels on a longer radius than the inner wheel. The outer wheel turns
faster than the inner wheel, that is, there is a relative movement between the two rear wheels. If
the two rear wheels are rigidly fixed to a rear axle the inner wheel will slip which will cause rapid
tyre wear, .steering difficulties and poor road holding. Therefore
there must be some devices to provide relative movement to the
two rear wheels when the vehicle is taking a turn. The differential
serve this purpose,

The outer wheel turns faster than the inner wheel when the cur is
taking a turn. This requires a differential.
The function of the differential is to allow each rear wheel to rotate at different speeds during
running but at the same time transmit equal torque to each wheel when both wheels have
equal traction.

TYPES OF DIFFERENTIAL

(i)Conventional

(ii)Power lock or Non-slip

(iii) Double reduction type.

CONVENTIONAL TYPE (CONSTRUCTION)

It consists of a cage which contains differential gears. The differential gear

(Fig..3.21) consists of two sun gears

Fig .3.21 Differential

and four star pinions all the bevel type. The star pinions are fitted on a pin if there are
two in number and a spider, if four are in number. The pinions are free to move around
their axes. The pin or spider is held in between the two parts of the cage which encloses
the differential gears. The sun gear and star pinions are always In mesh with each other.
The differential assembly is supported on taper roller bearing provided on both sides
of the cage. When installed in the drive axle, the whole assembly moves around the bearing.

The ring gears or crown wheel is attached to the differential cage which forms part of the
final drive. Drive is given to the ring gear by means of drive pinion to which propeller shaft is
attached.

Such gears are located parallel to ring gear inside the differential cage and face towards
each other. Shaft of each wheel is splined into the sun gear of that side.

WORKING OF DIFFERENTIAL.

When the vehicle is moving on straight bevel road and the resistance effecting both the
driving wheels is the same, there is no relative movement among the differential gears. The
whole arrangemet meshed together moves as one unit and both the half shafts in the driving
wheel rotate at the same speed.

When the front wheels are turned to any directions to take a turn, a binding force acts on the
inner wheel being nearer to the point around which wheels move in a circle. The sun gear of the
side is held slow in relation to the movement of the complete cage or crown wheel. When the
vehicle is going straight on level road, the power is divided equally at the differential, one half
flowing to one side wheel and the other half flowing of the other side wheel. While taking a turn
when the bonding acts on the inner side sun gear and its speed is slowed down, the star pinion
rotate the other side sun gear at a speed as a result of loss on the inner side and gain on the
outer side plus the speed at which the complete differential assembly is rotating, This ra~ults in
a faster movement of the outer wheel than the inner one. Thus the differential is functio ni ng
Rear Axles
TORQUE REACTION:

The forces experienced by the rear axle are given under

i)Weight of the body

ii) Torque reaction
iii)Driving thrust
iv) Bracking thrust
v) Side thrust Torque Reaction

The propeller shaft drives a torque to the pinion and the pinion will have to roll round the
crown wheel taking with it casing. This tendency is also present when the vehicle is running.
This torque is equal and opposite to the driving torque applied to the road wheels. This
phenomena.. non is called torque reaction. In the same way the braking torque on the axle
casing is opposite in direction to the torque reaction. This opposition of the casing prevent,
bending of the propeller shaft.

3.10 REAR AXLE DRIVES:

The load and weight of the body of the vehicle ii communicated to the rear axle through the
springs which an rigid with the casing. To transmit the torque from th gear box to the rear axle,
the common drives are use as given under:

3.10.1HOTCH KISS DRIVE:

This drive is very simple and generally used in th~ vehicles. The arrangement of the parts is
shown in this
9
 :igure3.22 In this case the springs beside taking
weight of the body, also take
he torque reaction, driving thrust and the
SideUNIVERSAL SPRING
thrust.

Drive the frame with the bracket and rear

end is supported in a shackle with the pins. The
propeller shaft is provided with two universal joints and one sliding joint.

Due to torque reaction the front half spring deflects as shown in figure 3.22e1t means that the
driving thrust is transmitted to the frame by this portion of the spring.
When the spring deflects . of spring in the manner shown to the torque reaction bevel pinion shaft will
tend to tilt its axis. If there is one universal joint near the gear box then under the torque reaction the
propeller shaft will bend. Therefore, to avoid the bending of the propeller shaft another universal joint is
used at is rear end.

Again when axle moves up and down relatively to the frame it has to move in a circle whose centre
lies at the front end of the spring. Then propeller shaft also has to move in circle keeping its centre
at the front universal joint. As these two centres do not coincide, therefore, the length of propeller
shaft always has to vary this condition which is accommodated by the sliding joifli in the propeller
joint.

3.10.2TORQUE TUBE DRIVE:

In this type of drive, the spring take only the side thrust besides supporting the body weight.
The coil springs, however, cannot take any side thrust and hence a separate member is required
for the same The torque reaction and

the driving thrust are taken by another member which is called the torque tube. One end of the
torque tube is attached to the axle casing, while the other end which is spherical in shape
fits in the cup fixed to the frame a

PROPELLER

Torque Tube As it is seen the Drive torque tub. Encloses the propeller shaft. In this case
no universal joint is provided at the rear end of the propeller shaft. Also no sliding joint is need
in The propeller shaft.
Clearly the torque reaction and the driving thurst are taken by the torque tube. In this case, the
bevel pinion shaft axis will always pass through the
universal joint at the front end of the propeller shaft if
this joint is situated exactly at the centre of the
spherical end of the torque tube. Due to this reason
no universal joint is at the rear end. Since both
pinion shaft and propeller shaft will work about the
same centre that of the spherical cup while moving
up and down the axle then no sliding joint will be necessary.

RADIUS ARM DRIVE:

The radius arm drive method (Fig5.4) uses two torque rods or radius arm to transmit the
driving thrust to the frame. The radius arm are connected between the rear axle and the
frame by connections that allow relative motion between the two. The torque reactions
is resisted by the suspension springs. The springs must, therefore, be stiff, enough
The torque arm drive (Fig.3.23aconsists of a tubular arm connected between the rear
axle housing and the frame with a rigid connection at ~he a5cle housing and a ball and
socket joint at the frame. The propeller shaft torque unlike torque tube drive membersre
mains open; apart from This the working principle Torque Arm of exactly same as
thetorque-tube drive.
REAR AXLE:

There are two types of rear axles; dead axle and live axle. A dead axle does not rotate with the
wheels but the wheels rotate on it. They support the rear weight of the vehicle. A live axle takes
the load and at the same time, also drives the wheel connected to it. The live axle is not a single
piece, but it is in two halves connected by the differential known as half shaft. In a four wheel
drive all the axles are live axles. In case of rear-wheel drive vehicle the front axles are dead
whereas in front-wheel drive vehicle the rear axles are dead. Almost all rear axles on modern
passenger cars are live axles.

TVPES OF REAR AXLES:

Depending upon the method of supporting the rear axles and mounting~ the rear wheels, the
rear axles are of three types:
a) Semi floating axle
b) Full floating axle
ci Three quarter floating axle.
SEMI FLOATING AXLE:

-Fig. shows a semi floating type of rear axle. A bearing is located between the axle and
inside the axle casing.
Therefore, it needs to be of a larger size, for the same torque out put, than any other
type. The inner end of the axle is supported by the differential side
gear. It is thus relieved
of the job of supporting
the weight of the car
by the axle housing.
The outer end has to
support the weight of
the car and take end

thrust- rhe inner end Semi Floating Axleof the axle is splined to
and the bearing, which causes the bending or shearing of the axle. The semi floating
axle is the simplest and cheapest of all other types and widely ‘used.

FULL FLOATING AXLE

This type is very robust one. And is used for heavy, vehicles. In this the axle shatt carry

only the driving torque A full floating axle (Fig.3.25jhas two deep-groove ball or taper
roller bearings, located between the axle casing wheel hub. The outer of the axle is made
flanged to which the wheel hub is bolted. 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 ~s
relieved of all strains caused by weight of the vehicle on end thrust~ It transmits only the driving
torque. For this reason it is called full floating. The axle may be removed from the housing
without disturbing the wheel by removing the nuts An additional advantage of the design is the
ability to withstand the vehicle even if it has a broken axle. This type of axle is more expansive
and heavier than the other axles.

THREE-QUARTER FLOATING AXLE:

In the three quarter floating axle the single bearing

located between the hub and the axle casing. Thus, the weight of the vehicle is transferred to
the axle casing. Thus, the weight of the vehicle is transferred to the axle casing, and only the
side thrust and driving’ torque are taken by the axle. The axle (Fig.3.26 is keyed rigidly
to the hub, thus providing the driving connection and main taininr the alignment of the
wheel: The inner end of this axle has the
same construction as that of the semi-floating
axle. As clear from the figur3.26 the axle
shaft do not take
any shearing AXLE or bending loads due to the
weight of the vehicle. However it has to take the
end loads and driving torque. Although the three
quarter floating axle is more reliable but it is not d5
simple as the semi floating axle.