CHAPTER-FOUR

POWER TRAIN

SYSTEM
 Introduction
 Power transmission has to take place between engine and driven wheels.
 The torque of the engine is transmitted via
 Clutch,
 Transmission,
 Drive shaft and
 Differential to the wheels
 Drive Train (Drive line)
 power transmitting parts of a car between the flywheel and the wheels.
 Power train
 essentially the driveline and engine together, but may be train to include
other related parts of the vehicle such as the exhaust or fuel system
Introduction
 General arrangement, different component parts with
different duties
Arrangement of Power Train
 Different engine- and drive line-arrangements

Front engine with Rear engine with

Front engine with
front wheel drive rear wheel drive
Rear wheel drive

4WD Truck 6WD, Truck

4 WD, Car
PART-I

CLUTCH
 Introduction
 What is the difference between Clutch and Brake
 Clutch
 is a device that connects and disconnects two collinear shafts.
 Similar to couplings
 Operating by Friction principle and hence heat dissipation
 Brake
 is a device used to stop the rotation of a shaft.
 Operating by Friction as a stationary part bears on a moving
part.
 Heat dissipation is a problem
Introduction
 Definition of Clutch
 Clutch is a device to connect driving and driven shafts of
a machine, where the driven shaft can be disconnected
almost instantaneously from the driving shaft as desired
by the operator or driver.
 Necessity of Clutch
 Allows gradual engagement of two rotating plates
 Engine flywheel, Clutch disk and Pressure plate

 Provide positive linkage capable of transmitting

maximum engine torque
 Rapidly separate engine from drive train and re–engage
engine to drive train
 Thrust springs provide force between pressure plate and
flywheel to load clutch disk
Requirements of Clutch
 Torque Transmission  Size
 Gradual engagement  Free pedal play
 Heat dissipation  Easy in operation
 Dynamic balancing  Lightness
 Vibration damping
 Principle of Operation
 Clutch operating on the principle of friction
 The friction b/n the two surfaces depend on
The area of surfaces
The pressure applied on them
Coefficient of friction
 Friction between plates provides
torque transfer
 Load increases as pressure plate is
released to push clutch disk
against flywheel
 Slip allowed when pressure plate is
not fully released
 Principle of Operation
 Thrust springs provide force between pressure plate and
flywheel to load clutch disk
 Grip force W
 Turning effort is measured as Frictional torque
 Product of friction force and mean radius of annular friction
disk (clutch disk)
 Frictional Torque (Nm) = friction force (N) Χ mean radius (m)
 T=FR but F = μW
 T= μWR
 Principle of operation
 Clutch disk has lining on both sides

Friction torque transmitted by

both sides of disk

Thus clutch can transmit twice

as much torque
T = 2FR
T=2μWR
For Multi-disk clutch
T=(n-1)μWR
Example
 An Automobile is fitted with a single plate clutch to
transmit 22.4 kw @ 2100 rpm. The total axial load on
the clutch plate is 1450N. The outside diameter of the
friction face is 250 mm. Both sides of the plates are
effective and μ=0.35. Assuming uniform wear, calculate
the inner diameter of friction face.
 Given Required
 P=22.4 kW do=250 mm di=?
 N=2100 rpm μ=0.35
 W=1450 N Uniform wear
Solution
 The torque transmission on both sides of the plate
 T=2μWReff

P
p
 To determine the torque transmission
 (r22  r12 )
 
2NT r  2 22.24 r22  r12 
60,000T T 60 P
,000
P T     (r2  r1 )  101.86 Nm
60,000 2N 2  2100
r r 
 For uniform wear the
 
T  P ravg  P 2 1 
effective radius  2 
1000T 1000  101.86 T  PR , r  r  d d
R    100.35
eff mm Reff   2 1  R  2 1

2W 2  0.35  1450  2  eff

eff
4

d  4 R  d   4  100.35  250  151.42 mm

1 eff 2
Exercise
 From the previous problem,the rotating parts
attached to the driven parts are initially at rest
having M.I of 21.1 Nm2. Assuming the
acceleration is uniform, Calculate the time lapse
before the engine attains full speed of 2100 rpm,
if the clutch is suddenly engaged, also
determine the energy lost during slipping.
Classification of Clutch
Clutch

Jaw Clutch Friction Clutch Hydraulic Clutch

Plate Clutch Cone Clutch Centrifugal Clutch

Single Plate clutch

Multi Plate Clutch

Types of Clutches

Square Jaw Clutch

Friction Cone Clutch

Friction Disk plate Clutch Hydraulic Multi-pate Clutch

Types of Clutch
 Multi plate wet clutch
 Types of Friction Clutch
 According to the surface area
 Plate Clutch
 Single plate
 Muti plate
 Cone Clutch
 Centrifugal Clutch
 According to the Friction disk operating
 Dry friction Clutch
 Wet friction Clutch
 According to actuator of friction disk
 Spring Operated Clutch
 Diaphragm Operated Clutch
Types of Clutch
 Coil-Spring Operated Clutch
Types of Clutch
 Diaphragm operated Clutch
 Clutch Components
 An engine clutch consists primarily of four parts:
 Inside the clutch Housing
 Fly wheel
 Friction/clutch disc
 Pressure plate assembly

 Outside the clutch Housing

 Release/control mechanism
Inside Clutch Housing Components

 Clutch Housing
 The clutch housing is a stamped or cast metal part, which
houses the clutch and connects the transmission housing
to the back of the engine.
Inside Clutch Housing Components
 The Flywheel
 The flywheel is a fairly large wheel that is connected to
the crankshaft. (Stores K.E during engine power stroke
and release during idle strokes)
 The clutch assembly is mounted to the flywheel,
sandwiching the clutch disk in between
 provides a friction surface to the clutch
 Pilot bearing is installed in a hole in
the center of the flywheel
Inside Clutch Housing Components
 The Flywheel
 This lubricated bearing, either
 a ball bearing or
 a bronze bushing,
 is used to
 support one end of the clutch
shaft, which is also the
transmission input shaft.
Inside Clutch Housing Components
 Friction/Clutch disc
 Consists of
 a splined hub and
 a round metal plate covered with friction material or
disc lining or facing
 is made of heat-resistant asbestos, cotton fibers, and copper
wires woven or molded together.
 Grooves are cut into the friction material to aid cooling and
release of the clutch disc.
 Rivets are used to bond the friction material to both sides of
the metal body of the disc.
Inside Clutch Housing Components
 Torsion springs, to absorb the torsional vibration of the crank
shaft and some of the vibration and shock produced by clutch
engagement
 Cushion spring, the steel disk is slightly twisted to make the
engagement gradual as the disk flattens out.
Inside Clutch Housing Components
 Pressure Plate assembly
 There are two types
 Pressure plate assembly with coil spring
 Pressure plate assembly with Diaphragm type spring
 Pressure plate assembly with coil spring
 The main parts of a pressure plate assembly are:
 Pressure plate cover
 Pressure springs( coil springs)
 Pressure plate
 Release levers
 Eye bolt assembly
Inside Clutch Housing Components
 Pressure plate assembly with coil spring
Inside Clutch Housing Components
 Pressure plate assembly with Diaphragm type spring
 The diaphragm spring is a large, round disc of spring steel,
which has a solid outer ring and individual tapered fingers.
 The tapered fingers also serve as release levers.

The diaphragm spring is

held to the pressure
plate by three retracting
springs

A pivot ring is used as a

pivot during the
diaphragm spring action
Inside Clutch Housing Components
 Application of pressure at the inner section of the
diaphragm will cause
 the outer rim to move away from the flywheel and
 draw the pressure plate away from the clutch disc,
disengaging the clutch
Inside Clutch Housing Components
 Clutch Fork
 is also called a clutch arm or release arm,
 transfers motion from the release mechanism to the release
bearing and pressure plate.
 The clutch fork sticks through a square hole in the bell housing
and mounts on a pivot.
 When the clutch fork is moved by the release mechanism, it
PRIES on the release bearing to disengage the clutch.
Inside Clutch Housing Components
 Clutch Fork
Out Side the Clutch Housing
 Clutch Release Mechanism
 There are two types of clutch, distinguished by the way
they are operated:
 the hydraulically operated clutch and
 the mechanically operated clutch using a cable linkage.
 Out Side the Clutch Housing
 Mechanical Type Clutch
 In this type of clutch, the movement of the clutch pedal is
conveyed to the clutch body directly by a cable.
 The purpose of the linkage
 is to convert a light force applied to the clutch pedal (which travels
a relatively long distance) into a greatly increased force that moves
the pressure plate a very short distance.
 The two types of mechanical release mechanisms are
 The clutch pedal is linked over levers and rods with the release fork
 The link between the clutch pedal and release fork is made through
a specially designed clutch control cable.
Out Side the Clutch Housing
 Mechanical Type Clutch
Out Side the Clutch Housing
 Hydraulic Clutch
 This method is often used when the mechanical design
of the car makes it difficult to use levers and cables.
 It is also used to multiply force, reducing driver fatigue
 This mechanism consists of
 a clutch master cylinder and
 servo cylinder, which are connected hydraulically by a
steel tube.
 Brake fluid is used in the system.
 Out Side the Clutch Housing
 Hydraulic Clutch

when the clutch pedal pressed,

Pressure is created in the master

cylinder, which is, in turn,
transmitted to the "slave"
cylinder.

The slave cylinder is attached to

the throw-out fork by a small
adjustable rod, so when
pressure is exerted on the slave
cylinder, it operates the fork.
CLUTCH ADJUSTMENT
 Clutch adjustments are made to compensate for wear of the
clutch disc lining and linkage between the clutch pedal and
the clutch release lever.
 This involves setting the correct amount of free play in the release
mechanism.
 Too much free play causes the clutch to drag during clutch
disengagement.
 Too little free play causes clutch slippage

 A clutch adjustment may be required to maintain the

correct pedal height and free travel
CLUTCH ADJUSTMENT
 Pedal height
 adjust the height by turning the pedal stopper bolt to the
specification indicated on the manual
CLUTCH ADJUSTMENT
 Pedal free play
 With Clutch cable type:
 Typically the clutch cable will have an adjusting nut.
When the nut is turned, the length of the cable
housing increases or decreases
 With hydraulic Clutch type:
 The hydraulically operated clutch shown in figure is
adjusted by changing the length of the master or slave
(refer manufacturers manual) cylinder pushrod
CLUTCH ADJUSTMENT
 PART-II
Manual
Transmission
 Introduction
 Definition
 Transmission or Gearbox or Transaxle is an assembly of gears
and shafts to transmit the rotation and torque of the engine to the
driveline or final drive
 Functions of Transmission
 To provide a means to vary the torque ratio between the engine
and the road wheels as required
 To provide a neutral position so that the engine and road wheel
are disconnected even with the clutch is in engaged position
 To provide a means of reverse the car by reversing the direction
of rotation of the drive.
Necessity of Transmission
 To vary the torque to overcome the various resistance acting
against the vehicle motion at various speeds
 To vary the tractive effort of the vehicle available at various
speeds in order to overcome the various resistance
 to start the vehicle from rest, with the engine running
continuously
 To Stop the vehicle by disconnecting the drive when
appropriate
 Necessity of Transmission
 Total resistance consists of
 Wind resistance
 Gradient Resistance
 Rolling Resistance IV- level
Tractive Effort and Total Resistance

1 Gear

2nd Gear III- level

II- level
I- level

3rd Gear

o A B C
Speed
 Necessity of Transmission
 Let the vehicle is traveling on a top gear and the total resistance is taken
curve-I
 OB is the stabilizing speed
 The speed below OB (OA) give acceleration
 The speed beyond OB (OC) gives deceleration
 If the vehicle negotiate the curve-III obstacle
 The top gear curve does not cross curve-III, i.e the vehicle can not go at this
gear to overcome the give resistance
 If the gear shifted to the 2nd gear
 OA is the stabilizing speed
 Similarly with the 2nd gear not possible to negotiate the curve-IV resistance, for
which the 1st gear has to be selected
Types of Transmission
 Manual Transmission
 Sliding Mesh Gearbox
 Constant Mesh Gearbox
 With Dog Clutch
 With Synchromesh
 Automatic Transmission (AT)
 Continuously variable Transmission (CVT)
 Infinitely Variable Transmission (IVT)
 Manual Transmission
 Major components of a manual transmission
 Transmission Case (20)
 Extension Housing (21)
 Transmission Shafts
 the input shaft or clutch shaft (1)
 the countershaft, or cluster gear shaft (12)
 the reverse idler shaft (14)
 the main shaft or the output shaft (5)
 Transmission Gears
 input gear, countershaft gears(11), main shaft gears(4,6,7,8), and the
reverse idler gear(13)
 Shift Linkage and Levers
 TRANSMISSION OIL
Manual Transmission
Sliding Mesh Gearbox
 The simplest type of Gearbox
 has two or more shafts mounted in parallel or in line, with
sliding spur gears arranged to mesh with each other and
provide a change in speed or direction
Main Shaft

A F D

Lay Shaft
B C G
E
Sliding Mesh Gearbox
2nd Gear
1st Gear A F D
A F D

B E C G
B E C G

A F D A F D

B B E C G
E C G

Reverse Gear
Top Gear
Sliding Mesh Gearbox
 The limitations
 Low mechanical efficiency
 The noise level id high
 The driver required considerable skill in changing
the gear
Constant Mesh- Dog Clutch
 also known as the collar shift transmission
 In this types, all the gears are in constant
mesh with the corresponding gears on the
lay shaft

1st Gear Position

1st Gear Position
 Constant Mesh- Dog Clutch
 Five-speed manual transmission
Constant Mesh- Dog Clutch
 Advantages
 The length of the Gearbox reduced hence less
deflection of sliding fork
 It permit the use of helical gear, hence smooth & silent
operation
 No clashing of gear tooth hence no chance of teeth
failure
 Load per tooth is less (the load shared by all the teeth)
Synchromesh Gearbox
 Manual transmissions in modern passenger cars use
synchronizers to eliminate the need for double-
clutching
 A synchro's purpose is
 to allow the collar and the gear to make frictional
contact before the dog teeth make contact.
 lets the collar and the gear synchronize their speeds
before the teeth need to engage
 Lock the main shaft gear to the main shaft
Synchromesh Gearbox
 The cone on the blue gear fits into
the cone-shaped area in the collar,
(bronze cone)and
 friction between the cone and the
collar synchronize the collar and
the gear.
 The outer portion of the collar then
slides so that the dog teeth can
engage the gear
Synchromesh Gearbox
Synchromesh Gearbox
 Inner Striking Surface
Synchromesh Gearbox
 Outer striking Surface
Synchromesh Gearbox
 Outer synchromesh (GM)
Synchromesh Gearbox
 Advantages
 Simplifies the operation of changing gears without
the occurrence of clashes b/n the gear tooth &
consequent damages
 Avoid double clutching
TRANSAXLES
 A transaxle is a transmission and differential
combination in a single assembly.
 Transaxles are used in front-wheel (FF)or (RR) drive
vehicles.
 A transaxle allows the wheels next to the engine to
propel the vehicle.
TRANSAXLES
 Vehicle manufacturers claim that a transaxle and front-wheel drive has
several advantages over a vehicle with rear-wheel drive
 Improved efficiency and reduced drive train weight
 Improved traction on slippery surfaces because of increased
weight on the drive wheels
 Increased passenger compartment space (no hump in floorboard
for rear drive shaft)
 Less un-sprung weight (weight that must move with suspension
action), thereby providing a smoother ride
 Quieter operation since engine and drive train noise is centrally
located in the engine compartment
 Improved safety because of the increased mass in front of the
passengers
 PART-II
Automatic
Transmission
 Introduction
 What is An Automatic Transmission
 Like the manual transmission is designed to Mach
the load requirements of the vehicle to the power &
speed range of the engine.
 The conventional clutch and Manual Synchromesh
gearbox by a torque converter and a compound
epicyclical gear train

Conventional Clutch Torque Converter

MANUAL Automatic

Transmission Transmission
Manual Synchromesh Compound Epicyclical
G. Box G. Train
Introduction

Manual synchromesh
Planetary Gears Gear Train

Torque Converter Clutch

Introduction- Automatic Transmission

Torque Converter of
Manual G. Box Clutch
Automatic Transmission
Introduction
 Gear shifting of Automatic transmission depending on
 Throttle Position
 Vehicle Speed
 Position of the Shift Lever
 Automatic Transmissions can be divided in two groups
 Fully Hydraulic Controlled Transmission (HCT)
 Electronically Controlled Transmission (ECT)
 Introduction
 Advantages of AT compared with Manual Transmission
 free acceleration with out Interruption
 Reduces driver fatigue by eliminating Clutch operation &
Constant Shifting Gears
 Automatically & Smoothly shift gears at speed s appropriate to
the driving conditions
 Prevents the engine & drive line from becoming overloaded,
because it connect them Hydraulically via torque converter
rather than mechanically
Major Components of AT

 Torque Converter
 Planetary Gear Unit
 Hydraulic Control Unit
 Manual Linkage
 Automatic Transmission
Fluid
Torque Converter
 Torque Converter
 provides a smooth and automatic take-up of the drive and at
the same time multiplies the output torque from the engine,
 Roles of Torque Converter
 Multiplying the torque generated by the engine
 Serving as Automatic Clutch, which transmits (or does not
transmit) the engine torque to the transmission
 Absorbing the torsional vibration of the engine and drive train
 Serving as a fly wheel to smooth out engine rotation
 Driving the oil pump of the hydraulic control system
Torque Converter Components

Inside a Torque Converter

• Impeller/ Pump/ Stator

•Turbine Transmission fluid
Torque Converter
Torque Converter
Planetary Gear Units
 Planetary Gear Unit
 It changes the transmission output rpm and/or the direction of
the output rotation and transmits it to the final drive unit
 Consists of
 the planetary gears (which changes the output rpm)
 Clutches & Brakes (which are operated by hydraulic pressure
to control the operation of the PGs
 Shafts (for transmitting the engine power
 Bearings (for facilitating the smooth rotation of each shaft
Planetary Gear Units
 The rolls of Planetary Gear Unit
 Providing several gear ratios to obtain proper
torque & rotational speed in accordance with the
driving conditions & drivers desires
 Providing the reverse gears for reverse traveling
 Providing a neutral gear potion to allow the engine
to idle which the vehicle is stopped.
Planetary Gear Units

 Planetary Gear Set

 Is a serious of
interconnecting gears
consisting of a
 Sun Gear
 Several Planetary pinion Gear
 A Ring Gear
 The Carrier Connecting the
pinion gears to the ring gear
Planetary Gear Units

COMPOUND PLANETARY GEAR SET

 Brakes
 BRAKES
 The brakes hold one of the planetary gear components (sun gear,
ring gear, or carrier) immovable in order to obtain the necessary
gear ratio
 It is operated by Hydraulic pressure.
 There are two types of brake
 wet multiple-disc brake
 In this type of brake, the plates, which are fitted to the transmission case,
and the discs, which rotate integrally with each planetary gear set
 Band type brake.
 In this type of brake, a brake band encircles the brake drum, which is
integrated with one of the planetary gear components
Brakes

Wet Multiple-disc AND Band Brake

 Clutches
 CLUTCHES AND ONE-WAY CLUTCHES
 The clutches connect the torque converter to the planetary gears
to transmit engine torque to the intermediate shaft, and they
disconnect the converter from the planetary gears to stop the
transmission of torque
 Wet multiple-disc clutches consisting of several alternately
arranged discs and plates
 Hydraulic pressure is used to connect and disconnect the
clutches.
 One Way Clutch
 one-way clutch
 consists of an inner
race and an outer
race, with sprags or
rollers placed in
between

 It transmits torque
only in one
direction
Introduction- Clutches

clutch
 Brake & Clutches
 Difference between Clutches & Brakes
 Clutches are integrated with two different planetary gear components
 for example, input shaft and sun gears, overdrive sun gear and
overdrive planetary carrier, etc
 are therefore always revolving with them
 Their function is to bring the rotational speeds of the two components
up or down to the same speed, and to cause them to rotate in the
same direction
 Brakes do not move - they are fixed to the transmission case and
serve only to halt the rotation of the planetary gear unit components
 Hydraulic Control System
 Hydraulic Control System
 The hydraulic control system consists of
 Oil pan, which acts as the fluid reservoir;
 Oil pump, which generates the hydraulic pressure
 various valves having various functions
 fluid passages and tubes, which deliver the transmission fluid
to the clutches, brakes,
 Most valves in the hydraulic control system are housed
in the valve body assembly under the planetary gears
Hydraulic Control System
Hydraulic Control System
 Roles of hydraulic control system
 Supplying transmission fluid to the torque converter.
 Regulating the hydraulic pressure generated by the oil pump.
 Converting the engine load and vehicle speed into hydraulic
"signals".
 Applying hydraulic pressure to the clutches and brakes to
control planetary gear operation.
 Lubricating rotating parts with fluid.
 Cooling the torque converter and transmission with fluid.
Manual Linkage
 The automatic transmission up-shifts and down-
shifts automatically. However, two linkages allowing
manual operation by the driver are connected to the
automatic transmission.
 These linkages are
 the selector lever and cable,
 the accelerator pedal and throttle cable
Manual Linkage
 SHIFT SELECTOR LEVER (SHIFT LEVER)
 The shift selector lever corresponds to the gearshift lever of
the manual transmission
 It is connected to the transmission via a cable or linkage
 The driver can select the driving mode –
 Forward,
 Reverse,
 Neutral,
 Parking
Manual Linkage
 In almost all automatic transmissions, the forward mode
consists of three ranges:
 "D" (Drive),
 "2" (second)
 "L" (low)
 For safety, the engine can be started only when the shift
selector lever is at the "N" (neutral) or "P" (park) position; that
is, when the transmission cannot transmit power from the
engine to the drive train.
Manual Linkage
Manual Linkage
 ACCELERATOR PEDAL
 The accelerator pedal is connected to the throttle valve of the
carburetor (to the throttle body in an EFI engine) by the
accelerator cable.
 The degree of accelerator pedal depression that is, the throttle
valve opening is correctly transmitted to the transmission by
this cable.
 The automatic transmission up-shift and down-shift speeds
depend on the engine load (the throttle valve opening), and the
driver can vary these by controlling the amount of accelerator
pedal depression.
 Manual Linkage
 When the accelerator pedal is depressed a little, transmission up- and
downshifting occur at relatively low vehicle speeds.
 When the accelerator pedal is depressed further, shifting occurs at
relatively high speeds.
 The accelerator and throttle cables must be adjusted correctly to the
specified lengths because correctly-timed transmission shifting
requires conversion of the amount of accelerator pedal depression
into the correct engine throttle valve opening angle, and correct
transmission of that valve opening angle to the transmission.
 Manual Linkage

Correct Up or down
Amount of Acceleration Engine throttle valve
Shifting of Gears
Pedal Depressed Opening

Transmission valve Correctly trimmed

opening angle Shifting
Transmission fluid
 AUTOMATIC TRANSMISSION FLUID (ATF)
 A special high-grade petroleum-based mineral oil mixed
with several special additives is used to lubricate the
automatic transmission
 Roles of ATF
 Transmission of torque in the torque converter.
 Control of the hydraulic control system, as well as of clutch
and brake operation in the transmission section.
 Lubrication of the planetary gears and other moving parts.
 Cooling of moving parts.
Gear Selection & Function
 Gear selection position
 N - Neutral
 P- Parking
 R- Reverse
 D - Drive
 D 2- Manual 2
 Manual Low
Gear Selection & Function
 Neutral
 allows the engine to start and operate without driving the vehicles.
 All the clutches and brakes are disengaged
 The torque converter drive is separated from the planetary gear train
output
 Park P
 A safety feature in that it locks the output shaft to the transmission
housing.
 This effect , locks the drive wheels, preventing the vehicle from
rolling forward or backward.
 This position should not be selected unless the vehicle is at a
complete stop
 The engine can be started & performance tested in the park Position
Gear Selection & Function
 Reverse (R)
 Allows the vehicle to back up. Can test for maximum oil
pump
 The engine should not start in this position
 Drive (D)
 Is the only position in which the transmission is automatic
 The transmission has three gear ratios forward. 1st & 2nd
gear reduction ratio which provide for greater torque. The 3rd
is direct drive & if the transmission has overdrives the 4th
forward gear.
 There is no engine braking or the vehicle coasts during
deceleration
Gear Selection & Function
 Manual Low (L)
 This gear can be selected at any vehicle speed
 It will not downshift directly in to first gear until
approximately 29 – 39 mph depending on the
model.
 This gear range provides for maximum engine
braking & inhibits an up shifting to third and
second gear while in manual low.
 The engine should not start in this gear position
Gear Selection & Function
 Manual Second (2)
 This gear can be selected at any vehicle speed &
will down shift to second gear
 This gear range provides for strong engine
braking & inhibits an up shift to overdrive & 3rd
gear while in manual second
 The engine should not start in this gear position
Power Flow Model
Planetary Holding Device
Power Flow Models
Function of Holding Device
Clutch Application Chart for A 340 AT
Gear Train Shafts
 There are 3 shafts
 The input shaft
 The Sun Gear Shaft
 Out Put shaft
 The input shaft
 is driven from the turbine in the torque converter
 It is connected with the front planetary ring gear through the multiple clutches
 The Sun Gear Shaft
 Which is common to both the front and rear planetary gear set.
 Transfers torque from the front planetary gear set to the rear planetary gear set
 The out put shaft
 Is splined to the carrier of the front planetary gear set & to the ring gear of the
rear planetary
 Provide turning torque to the rear wheels or the overdrive unit.
Operation of PG
 In Planetary Gear design, it is possible to get
different gear ratios Forward & Reverse
 Forward Under drive-1

 Sun Gear (S) - Input

 Planet Carrier (Cp ) - Out
Put Gear
 Annulus-Gear (A)-
Fixed
Gear Ratio

Number of Out put Gear teeth

GearRatio 
Number of input Gear teeth
Example
 An Epicyclic gear train has sun and annulus gears
with 28 and 56 teeth respectively. If the input speed
from the engine drives the sun shaft at 3000
rev/min, determine
 (a) the number of planet-gear teeth,
 (b) the overall gear ratio, and
 (c) the pinion carrier-shaft output speed.
Solution
(a) the number of planet-gear teeth
A=S+2P  A S 
P 
 2 
 56  28  28
   14 Teeth
 2  2

(b) the overall gear ratio

NS Z Z  Zr
GR   C  S
NC ZS ZS
 28  56  84
GR     3 :1
 28  28

(c) the pinion carrier-shaft output speed

NS N 3000
GR   NC  S   1000rpm
NC GR 3
Electronics Controlled AT
 PART-III

Drive Shaft
The main function

 To Transfers power (and torque) from output of

gear box to (usually unsprung) rear drive axle
The Requirements
 It drive shaft line assembly must perform the following:
 Send turning power from the transmission to the rear
axle assembly.
 Flex and allow up-and-down movement of the rear axle
assembly.
 Provide a sliding action to adjust for changes in drive
line length.
 Provide a smooth power transfer.
 Light weight and strong enough.
Components of drive line assembly
 SLIP YOKE
 connects the transmission output shaft to the front universal joint
 FRONT UNIVERSAL JOINT
 the swivel connection that fastens the slip yoke to the drive shaft.
 DRIVE SHAFT
 a hollow metal tube that transfers turning power from the front
universal joint to the rear universal joint.
 REAR UNIVERSAL JOINT
 a flex joint that connects the drive shaft to the differential yoke.
 REAR YOKE
 holds the rear universal joint and transfers torque to the gears in the
rear axle assembly.
Drive Shaft Assembly
Drive Shaft Assembly
 The Movements of Drive Line
 Up and down movement (the differential movement)
 U-joint angle changes.

 Horizontal Movement (the distance b/n diff and trans changed)

 U-joints permit change in angle.
 Slip yoke allows change in length

Rotational Motion
Torsional Vibration
Types of Drive shafts
 There are two types of drive shafts,
 the Hotchkiss drive and
 the Torque Tube Drive
 Hotchkiss drive Shaft
 External shaft and u-joints
 Used with leaf or coil springs
 One or two piece
 Torque Tube drive shaft
 Drive shaft is enclosed Ridged shaft
 Rear mounted transaxle

 Flexible shaft
Propeller Shaft
 Importance of using hollow Shaft
 to improve strength to weight ratio
U-JOINTS
 The importance of using U-Joint
 To transmit torque between 2 shafts where they
are connected at an angle.
 Types of Drive shaft U-joint
 cross and roller,
 ball and trunnion, and
 double-cardan (constant velocity).
U-JOINTS
 Cross and Roller Universal Joint
 The cross and roller design is the most common type
of drive shaft U-joint. It consists of four bearing caps,
four needle roller bearings
 Parts of U- Joint
 Cross Trunnion (spider)
 Needle bearings
 Driven and driving yokes
 Snap rings inside or outside
 Caps
 U-bolts or straps
 Universal Joint
 Speed variation
with inclination can
produce
 shaft inertia
excitation
 Vibration, wear, &
noise
Universal Joint
 The Vibration or maximum fluctuation in speed of
the driven shaft can be decrease by
 Having a mass ( a sort of fly wheel) on the driven
shaft
 Double Hook Joint
 B/n driving and driven shafts an intermediate shaft
with a hook joints at each end (Phasing of U-Joint)
Universal Joint
 Double Hook Joint
PHASING OF U-JOINTS
 To cancel this vibration, the shaft should have two joints
and equal and slight angles to each other
 If the driving, intermediate & drive shaft at the same time
rotate through angle θ &α

For shaft A & C C

 Intermediate Shaft 
tan A  tanc Cos A B
For shaft B & C
tan B  tan C Cos tan A  tan B
A  B
 A  B
Slip Joint
 Propeller shaft must be capable of extension to account
for suspension travel
 Change in propeller shaft length due to
 Bumps and re-bounds

 Acceleration-torque reaction

 Brake-torque reaction

Bumps and re-bounds

Slip Joint
 Due to acceleration-torque reaction

Due to brake-torque reaction

Slip Joint
 The location Splines slip–joint
 Between sleeve yoke and propeller shaft
 Between sleeve yoke and gearbox main shaft
Propeller Shaft Vibration
 Resonant frequency vibration or drum
 Propeller shaft factors
 Diameter & length of shaft (too Long and too small dia)
 Degree of balance of assembly
 Bending resistance of shaft
 Vehicle body factors
 Type and shape of body structure, reinforcement, etc.
 Position of components within body structure
 Drive–line clamping qualities (engine, transmission mounts,
etc.)
Propeller Shaft Configurations
 One piece with extended gear box housing

 One piece with extended differential housing

Propeller Shaft Configurations
 Two piece with single intermediate support

 Three piece with two intermediate supports

 Constant Velocity (CV) Joints
 The speed fluctuations caused by the conventional universal
joints do not cause much difficulty in the rear-wheel drive shaft
where they have to drive through small angles only.
 In front-wheel drives, the wheels are cramped up to 30 degrees
in steering.
 For this reason velocity fluctuations present a serious problem
 Conventional universal joints would cause hard steering
slippage, and tire wear each time the vehicle turns a corner.
 Constant Velocity (CV) Joints
 Constant velocity joints eliminate the pulsations
because they are designed to be used exclusively to
connect the front axle shaft to the driving wheels.
The outboard CV joint
is a fixed joint that transfers rotating power from the axle shaft to the hub
assembly

The inboard CV joint

is a sliding joint that functions
as a slip joint in a drive shaft
for rear-wheel drive vehicles.
 PART-IV

Final Drive
 Final Drive
 The Function of Final Drive
 Transmit torque from drive shaft to drive axles and rear wheels
 Transmit torque at a 90 degree angle
 Provides a gear reduction between the drive pinion and drive
axles.
 Split driving torque between the two wheels
 Allows drive wheels to turn at different speeds when turning
corners.
 Supports the Chassis, drive axles, and differentials
 Provides the means to attach the suspension system brake
assemblies, and drive wheels
 Final Drive Components
 Differential drive pinion yoke (flange)
 connects drive shaft to differential ring gear.

 Drive pinion:
 transmits torque from drive shaft to differential ring gear

 Ring gear
 transmit torque from drive pinion to differential case

 Differential case
 transmits torque from ring gear to differential pinion shaft
contains differential pinion shaft; differential pinion gears, and
axle side gears.
Final Drive Components
 Final Drive Components
 Differential case side bearings:
 Support differential case in axle housing
 Differential pinion shaft: (Pinion Gear)
 transmit torque from differential case to differential pinion gears.
 Differential pinion gears: (Sun Gear)
 transmit torque from differential pinion gears to axle gears, allow axle gears to turn
at different speeds when cornering.
 Axle side gears:
 transmit torque from differential pinion gears to drive axles
 Drive axles:
 transmit torque from axle side gears to drive wheels
 Axle housing
 supports and contains the differential assembly and drive axles and support the
chassis
 Differential
 the differential consists of two parts,
 Final gears
 Differential gears
 Final reduction
 Crankshaft rotation, after being modified by the transmission, is further reduced
by the final gear to obtain a greater torque.
 Differentiation
 Front and Rear Differentials
 The differential gear assembly is designed to permit the inner rear wheel
to turn at a different speed than the other when the vehicle is changing
direction (cornering, etc., as shown below) so that wheels do not slip
 Differential
 Final Reduction
 To provide permanent speed reduction
 It consists of bevel pinion and crown wheel (Gear)
 The 3 types of gears which can used for final drive are
 Straight bevel gear
 Spiral bevel gear
 Hypoid gear

HELICAL GEAR

(Front-wheel-drive vehicles)
Principle of Differential Gear Units
Basic Construction Of The Differential Gear Unit

 Power Flow
 Crankshaft rotation
 propeller shaft
 drive pinion
 ring gear
 differential case
 differential pinion
 Side (Sun) gears
 axle shaft
 wheel
Basic Function Of The Differential Gear Unit

 Straight Ahead Travel

 The rolling resistances of the two drive wheels are almost
identical when the vehicle is traveling straight ahead on a
level road
 Therefore, both side gears move equally with the revolution of
the differential pinions
 all components rotating as one unit
 differential pinions themselves do not rotate but turn as a unit
with the ring gear, differential case and pinion shafts
 the differential pinions only function to connect the right and
left side gears
Basic Function Of The Differential Gear Unit
Basic Function Of The Differential Gear Unit
 Turning
 The inside wheel travels less distance (i.e., in a shorter arc)
than the outside wheel in comparison with when the vehicle is
traveling in a straight line
 Since a resistance is therefore applied to the left-hand side
gear, as illustrated below, each differential pinion rotates
around its own shaft and also revolves around the rear axle
Basic Function Of The Differential Gear Unit
Basic Function Of The Differential Gear Unit

 Manual Differential lock

 Connecting it to the diff-case can stop the free
rotation of one of the two output shafts. This will
block the compensation of speed differences.

When the clutch engages, the

plates are forced together. This
locks the case to the side gear
and transmits torque to the axle
shaft and wheel.
Axle shaft
 The axle shaft transmits the drive from the
differential side gears to the rear hub
 The Axle Housing
Axle shaft
 The shaft is subjected to:
 Torsional stress due to driving and braking torque
 Shear stress due to the weight of the vehicle

 Bending stress due to the weight of the vehicle

 Tensile and compressive stress due to cornering

forces
 Types of Axle Shaft
 Semi-floating

 three-quarter floating

 Fully floating
RWD BEARING
 Three styles of RWD solid axle bearings.
 Ball Axle Bearing
 Straight-Roller Axle Bearings
 Tapered-Roller Axle Bearings
 RWD Bearings
Straight Roller Axle Bearing

Ball Axle Bearing

Tapped Roller Axle Bearing

Locking Hubs
 The front drive axle of a four-wheel drive axle
requires locking hubs
 Locking hubs transfer power from the driving axles
to the driving wheels on a four-wheel drive vehicle.
 There are three basic types of locking hubs, which
are as follows:
 Manual locking hub
 Automatic locking hub
 Full time hub
 Additional features of F.D.
 Double Reduction differentials
 To secure Additional gear reduction through the differential and
provide a higher gear ratio between the engine and the rear
wheels, some large trucks use double reduction differentials
 Limited slip differentials (LSD)
 When one wheel slips on ice, the other wheel can not deliver
torque. All turning effort goes to the slipping wheel. To provide
good traction even though one wheel is slipping, a limited slip
differential is used in many cars
 the clutches or lones lock the case to the differential side gears.
This prevent differential action. Both axles now turn at the same
speed.
LSD
 The common types of LSD
 Clutch-type
 Viscous Coupling
 Locking (electric, pneumatic or hydraulic)
 Torsen
Locking

Clutch type LSD

CHAPTER-FOUR

The End