UNIT II CLUTCHES & POWER TRANSMISSION

The purpose of the clutch is to allow the driver to couple or decouple the engine
and transmission. When clutch is in engaged position, the engine power flows to
the transmission through it (clutch). When gears are to be changed while vehicle is
running, the clutch permits temporary decoupling of engine and wheels so that
gears can be shifted. In a scooter, the clutch is operated by hand where as in a car
the clutch is operated by foot. It is necessary to interrupt the flow of power before
gears are changed. Without a clutch, it will be very difficult.

REQUIREMENTS OF A CLUTCH

The clutch must

1. Pick up its load smoothly without grab or clatter.

2. Have a driven disc of low moment of inertia to permit easy shifting.

3. Damp out any vibration of the crankshaft to prevent gear clatter.

4. Require little pedal pressure to operate it.

5. Be easy to adjust and service.

6. Be cheap to manufacture.

BASIC PRINCIPLE OF THE FRICTION TYPE CLUTCH

To understand the working principle of clutch, let’s take two sanding discs, first
one driven by a power drill corresponds to the flywheel of a car, driven by the
engine. If a second sanding disc is brought into contact with the first, friction
makes it revolve too but more slowly. But when the second disc pressed against the
first disc which is connect to the power drill, as the pressure increases the two discs
revolve as one. This is how a friction clutch works.

TYPES OF CLUTCHES
(i) Positive Clutches (ii) Friction clutches

Positive Clutches: In this type of clutch, the engaging clutch surfaces interlock to
produce rigid joint they are suitable for situations requiring simple and rapid
disconnection, although they must be connected while shafts are stationery and
unloaded, the engaging surfaces are usually of jaw type. The jaws may be square
jaw type or spiral jaw type. They are designed empirically by considering
compressive strength of the material used.
The merits of the positive clutches are
. (i) Simple
(ii) No slip
(iii) No heat generated compact and low cost

Friction Clutches: Friction Clutches work on the basis of the frictional forces
developed between the two or more surfaces in contact. Friction clutches are
usually – over the jaw clutches due to their better performance. There is a slip in
friction clutch.
The merits are
(i) They friction surfaces can slip during engagement which enables the driver to
Pick up and accelerate the load with minimum shock.
(ii) They can be used at high engagement speeds since they do not have jaw or
teeth
(iii) Smooth engagement due to the gradual increase in normal force.

Different types of clutches are as follows:

1. Friction clutch:
(a) Single plate clutch.
(b) Multiplate clutch:
(1) Wet clutch.
(2) Dry clutch.
(c) Cone clutch.
(1) External clutch.
(2) Internal clutch.
2. Centrifugal clutch.
3. Semi-centrifugal clutch.
4. Diaphragm clutch.
(a) Tapered finger type.
(b) Crown spring type.
5. Positive clutch.
(a) Dog and Spline clutch.
6. Hydraulic clutch.
7. Electro-magnetic clutch.
8. Vacuum clutch.
9. over running clutch or free-wheel unit.

SINGLE PLATE CLUTCH: -

A single plate friction clutch consisting of a clutch disk between the fly wheel and
a pressure plate. Both the pressure plate and the flywheel rotate with the engine
crankshaft or the driving shaft. And both sides of clutch disc are faced with friction
material (usually of ferrodo).The clutch disc is mounted on the hub which is free to
move axially along the splines of the driven shaft but not turnable towards the
transmission input shaft.
 Single plate clutch
The pressure plate pushes the clutch plate towards the flywheel by a set of strong
springs which are arranged radially inside the body. The three levers (also known
as release levers or fingers) are carried on pivots suspended from the case of the
body. These are arranged in such a manner so that the pressure plate moves away
from the flywheel by the inward movement of a thrust bearing. The bearing is
mounted upon a forked shaft and moves forward when the clutch pedal is pressed.
By pressing the clutch pedal down, the thrust bearing moves towards the flywheel
by means of linkage force, and press the longer end of the lever inwards. Due to
this, the lever turns on their suspended pivot and forces the pressure plate to move
away from the flywheel this action compresses the clutch springs which in turn
moves the pressure plate away from the clutch plate and remove the pressure from
the clutch plate. This enables the clutch plate to move back from the flywheel and
thus, the driven shaft becomes stationary. By moving the foot back from the clutch
pedal, the thrust bearing moves back and allows the spring to extend which pushes
the clutch plate backwards the flywheel. This engages the flywheel and the clutch
plate which starts the motion of the driven shaft.

MULTI COIL SPRING SINGLE PLATE CLUTCH

CONSTRUCTION
A typical clutch actuated by a number of coil springs on a pitch circle nears the
periphery is shown. The driven shaft which normally is a forward extension of
gearbox primary shaft is supported at its front end in ball bearing in a hole in the
center of flywheel web, which is spigot and bolted on to a flange at the rear end of
the crankshaft.
In this clutch, the coil springs force the pressure plate forwards to clamp the driven
plate between it and the rear face of the flywheel. Three lugs extend rearwards
from periphery of pressure plate both to rotate the pressure plate and to cause it to
rotate with the rest of the assembly. The driven plate of course is splined onto the
shaft. There are three release levers pressing the coil springs at the outer end. The
inner ends of the levers can be forced forward by means of thrust bearing made of
graphite and slide along the clutch shaft when clutch pedal is depressed. The
driven plate mounted between flywheel and pressure plate makes the clutch shaft
to rotate to transmit power. It has the clutch facing made of friction materials
around the periphery of disc.
WORKING
When the clutch is engaged, the clutch plate is gripped between the flywheel and
pressure plate. The friction linings are on both sides of clutch plate. Due to friction
between flywheel, clutch plate and pressure plate, the clutch plate revolves with
the flywheel. As clutch plate revolves the clutch shaft also revolves. Thus, engine
power is transmitted to the clutch shaft. When the clutch pedal is pressed the
pressure plate moves back against the spring force and clutch plate becomes free
between flywheel and pressure plate. Thus flywheel remains rotating as long as the
clutch pedal is pressed, the clutch is said to be disengaged and clutch shaft speed
reduces slowly and finally it stops rotating.
 Multi coil spring single plate clutch

DIAPHRAGM SPRING SINGLE PLATE CLUTCH

Diaphragm spring pressure plate assemblies are widely used in most modern cars.
The diaphragm spring is a single thin sheet of metal which yields when pressure is
applied to it. When pressure is removed the metal springs back to its original
shape. The center portion of the diaphragm spring is slit into numerous fingers that
act as release levers. During disengagement of the clutch the fingers are moved
forward by the release bearing.
The spring pivots over the fulcrum ring and its outer rim moves away from the
flywheel. The retracting spring pulls the pressure plate away from the clutch plate
thus disengaging the clutch. When engaged the release bearing and the fingers of
the diaphragm spring move towards the transmission. As the diaphragm pivots
over the pivot ring its outer rim forces the pressure plate against the clutch disc so
that the clutch plate is engaged to the flywheel.
 Diaphragm clutch

ADVANTAGES OF DIAPHRAGM SPRING CLUTCH

1. It is more compact than other designs.
2. It is easier to balance rotationally and is less subjected to unwanted effects due
to centrifugal force at high rotational speeds.
3. It gives uniformly distributed pressure on pressure plate.
4. It needs no release levers.
5. Minimum effort is sufficient to disengage the clutch.
6. It provides minimum number of moving components and hence minimum
internal friction is experienced.
7. This is very commonly used in cars, light Lorries and mini trucks but is not
much used in heavy vehicles

MULTIPLATE CLUTCH
The multi-plate clutch is an extension of single plate type where the number of
frictional and the metal plates are increased. The increase in the number of friction
surfaces obviously increase capacity of the clutch to transmit torque, the size
remaining fixed. Alternatively, the overall diameter of the clutch is reduced for the
same torque transmission as a single plate clutch. This type of clutch is, used in
some heavy transport vehicles, in epicyclic gearboxes and racing cars where high
torque is to be transmitted. Besides, this finds applications in case of scooters and
motorcycles, where space available is limited.
Extension of flywheel is a drum; which on its inner circumference is splined to
carry a number of thin metal plates. These must consequently revolve with drum
but are able to slide axially. Interleaved with these outer plates are a number of
inner plates that are splined to an inner drum which is coupled rotationally to the
gearbox shaft.
The clutch is disengaged by pulling inner drum right against spring force. The
plates of multi-plate clutch were at one time made alternately of steel and phosphor
bronze but now are all of steel or one set may be lined with a friction material.
With metal contact lubrication is essential and so clutch is made oil-tight and partly
filled with oil. The oil tends to make the plates drag when clutch is disengaged and
so some mean should be provided to avoid this drag.

DRY MULTIPLATE CLUTCH

Multi plate clutches are also made to work dry, without any oil. The driving plates
are then lined on each side with a friction fabric. In such clutches, the driving
plates are sometimes carried on a number of studs screwed into the web of
flywheel in the same way as the outer plate of a Single Plate Clutch is carried. This
construction is inconvenient when oil is used. Several small springs can be used
instead of a single spring.
AUTOMATIC CLUTCH
Many attempts have been made to produce motor vehicles that can be controlled
by the accelerator pedal and brakes only. This can be done in several ways. A
centrifugal clutch which automatically disengages itself when the speed falls below
and which re-engages when the speed rises above some predetermined values may
be used. Alternatively, a fluid coupling, fluid torque converter may be employed.
CENTRIFUGAL CLUTCH
In this type of clutches the springs are eliminated altogether and only the
centrifugal force is used to apply the required pressure for keeping the clutch in
engagement position.
The advantage of the centrifugal clutch is that no separate clutch pedal is required.
The clutch is operated automatically depending upon the engine speed. This means
that car can be stopped in gear without stalling the engine. Similarly while starting,
the driver can first select the gear, put the car into the gear and simply press the
accelerator pedal. This makes the driving operation very easy.

Centrifugal Clutch

Figure shows a schematic diagram of a centrifugal clutch. As the speed increases,

the weight A fly off, thereby operating the bell crank lever B that presses the plate
C. This force is transmitted to the plate D by means of springs E. The plate D
containing friction lining is thus pressed against the flywheel F thereby engages the
clutch. Spring G serves to keep the clutch disengaged at low speed say 500 rpm.
The stop H limits the amount of centrifugal force.
The operating characteristics of this type of clutch will be then as shown in figure.
Force P is proportional to the centrifugal force at a particular speed, while force Q
exerted by spring G is constant at all speeds.
The firm line in the figure shows that net force on the plate D for various engine
speeds. At the upper end the curve is made flat by means of stop H.
SEMI CENTRIFUGAL CLUTCH
It uses both centrifugal and spring force for keeping it in an engaged position. The
springs are designed to transmit torque at normal speed, while centrifugal force
assists in torque transmission at high speed. This clutch consists of three hinged
and weighted levers and three clutch springs alternately arranged at equal spaces
on the pressure plate. At low speeds the springs keep the clutch engaged and the
weighted levers do not have any pressure on pressure plate. At high speeds when
power transmission is high, weights fly off and the levers also exert pressure on
plate, keeping the clutch firmly engaged.

Semi centrifugal clutch

When the speed decreases the weights do not exert any pressure on the pressure
plate. Only spring pressure is exerted on pressure plate which keeps the clutch
engaged. An adjusting screw is provided at the end of the lever by means of which
the centrifugal force on pressure plate can be adjusted. At low speeds pressure on
the spring is sufficient to transmit the torque required.
However at high speeds, the centrifugal force due to weight moves about the
fulcrum thereby pressing the pressure plate. The centrifugal force is proportional to
the square of speed so that adequate pressure level is attained. Graph shows the
variation of force on the pressure plate as speed increases. At low speeds spring
along applies the force on the pressure plate. But when speed of the engine raises
the centrifugal force also applied by the weights.
ELECTROMAGNETIC CLUTCH:
 Figure shows an electromagnetic clutch.
 In this type of clutch, the flywheel consists of winding from the battery or
dynamo.
 when the current passes through the winding. it produced an electromagnetic
field which attracts the pressure plate.
 Thereby engaging the clutch.
 When the supply is cut-off the clutch is disengaged.
 The gear lever consists of a clutch release switch.
 When the driver holds the gear lever to change the gear, the switch is
operated
 Cutting off the current to the winding which causes the clutch disengaged.
 At low speed when the dynamo output is low, the clutch is not firmly
engaged.
 Therefore, three springs are also provided on the pressure plate which helps
the
 Clutch engaged firmly at low speed also.
 This type of clutch is used in some Renult cars.

Electromagnetic clutch
CLUTCH LINKAGE

A clutch linkage mechanism uses levers and rods to transfer motion from the
clutch pedal to the clutch fork. One configuration is shown in Figure When the
pedal is pressed, a pushrod shoves on the bell crank and the bell crank reverses the
forward movement of the clutch pedal. The other end of the bell crank is connected
to the release rod. The release rod transfers bell crank movement to the clutch fork.
It also provides a method of adjustment for the clutch.

FLUID COUPLING
It is a device for transmitting rotation between shafts by means of the acceleration
and deceleration of a hydraulic fluid (such as oil). Also known as hydraulic
coupling. Structurally, a fluid coupling consists of an impeller on the input or
driving shaft and a runner on the output or driven shaft. The two contain the fluid.
Impeller and runner are bladed rotors, the impeller acting as a pump and the runner
reacting as a turbine. Basically, the impeller accelerates the fluid from near its axis,
at which the tangential component of absolute velocity is low, to near its periphery,
at which the tangential component of absolute velocity is high. This increase in
velocity represents an increase in kinetic energy. The fluid mass emerges at high
velocity from the impeller, impinges on the runner blades, gives up its energy, and
leaves the runner at low velocity.
 Fluid coupling clutch
Hydraulic fluid couplings transfer rotational force from a transmitting axis to a
receiving axis. The coupling consists of two toroids -doughnut-shaped objects -in a
sealed container of hydraulic fluid. One toroid is attached to the driving shaft and
spins with the rotational force. The spinning toroid moves the hydraulic fluid
around the receiving toroid. The movement of the fluid turns the receiving toroid
and thus turns the connected shaft.

TORQUE CONVERTER
BASIC PRINCIPLE OF TO RQUE CONVERTER
On automatic transmissions, the torque converter takes the place of the clutch
found on standard shift vehicles. It is there to allow the engine to continue running
when the vehicle comes to a stop. The principle behind a torque converter is like
taking a fan that is plugged into the wall and blowing air into another fan which is
unplugged. If you grab the blade on the unplugged fan, you are able to hold it from
turning but as soon as you let go, it will begin to speed up until it comes close to
the speed of the powered fan. The difference with a torque converter is that instead
of using air, it uses oil or transmission fluid, to be more precise.
 Basic principle of torque converter

TORQUE CONVERTER
Most cars with automatic transmission use a form of fluid drive known as torque
converter as the name implies, it converts the torque or tuning effort of engine into
higher torque needed by cars at low road speed. An increase in torque has same
effect as changing to a lower gear; so a TC is also a gear reducer, acting like an
extra set of gears before engine drive reaches gear box.
Like fluid flywheel, TC has an engine driven impeller and a turbine connected to
GB input shaft. It is also able to deliver a higher torque than that engine produces,
because it is also able to deliver a higher torque and a small vane wheel known as
reactor (stator). A one way clutch (ORC) lock reactor to gear box casing at lower
engine speed.
In a fluid flywheel, oil returning from turbine tends to curb the speed of impeller.
But in TC, the vanes of locked reactor direct oil along a torque favorable path back
to the centre of impeller enabling it to give extra thrust to turbine blades.

Torque converter
At pull away speeds, Torque Converter double the effort produced by engine. As
engine picks up speed, this 2:1 increase in torque is reduced until at cruising speed,
there is no torque increase at all. The reactor is spun round by oil at some rate as
turbine. TC now acts like a fluid flywheel with reactor „freewheeling‟ and having
no torque increasing effort. Neither FC nor TC can be epicycle transmission which
aloe gear changing without disconnecting.
An alternative used on few models, is to provide a friction clutch in addition to TC.
This enables a synchromesh gear box to be used, as friction clutch disconnects
engine when gears are being changed.

NECESSITY OF GEAR BOX IN AN AUTOMOBILE

The gear box is necessary in the transmission system to maintain engine speed at
the most economical value under all conditions of vehicle movement. An ideal
gear box would provide an infinite range of gear ratios, so that the engine speed
should be kept at or near that the maximum power is developed whatever the speed
of the vehicle.
FUNCTION OF A GEAR BOX
1. Torque ratio between the engine and wheels to be varied for rapid acceleration
and for climbing gradients.
2. It provides means of reversal of vehicle motion.
3. Transmission can be disconnected from engine by neutral position of gear box.

TYPES OF GEAR BOX

PROGRESSIVE TYPE GEAR BOX
Usually this gear boxes are used in motor cycles. In this gear boxes the gears pass
through the intervening speeds while shifting from one speed to another. There is a
neutral position between two positions. These gear boxes are a combination of
sliding and constant mesh gear boxes. The various gear speeds are obtained by
sliding the dog clutch or gear to the required position.
EPICYCLIC (OR) PLANETARY TYPE GEAR BOX
The epicylic or planetary type transmission uses no sliding dogs or gears to engage
but different gear speeds are obtained by merely tightening brake-bands on the
gear drums, which simplify gear changing. A planetary gear set consists of ring
gear or annular wheel, sun gear and planet gears with carrier. In order to obtain
different speeds any one of these three units can be held from rotation by means of
brake bands.
SELECTIVE TYPE GEAR BOX
It is the transmission in which any speed may be selected from the neutral position.
In this type of transmission neutral position has to be obtained before selecting any
forward or reverse gear. Some selective type gear boxes are,
1. Constant mesh gear box with positive dog clutch.
2. Constant mesh gear box with synchromesh device.
3. Sliding mesh gear box.
SLIDING MESH GEAR BOX
It is the simplest and oldest type of gear box.
1. The clutch gear is rigidly fixed to the clutch shaft.
2. The clutch gear always remains connected to the drive gear of countershaft.
3. The other lay shaft gears are also rigidly fixed with it.
4. Two gears are mounted on the main shaft and can be sliding by shifter yoke
when shifter is operated.
5. One gear is second speed gear and the other is the first and reverse speed gears.
All gears used are spur gears.
6. A reverse idler gear is mounted on another shaft and always remains connected
to reverse gear of counter shaft.

Sliding mesh gearbox

FIRST GEAR
By operating gearshift lever, the larger gear on main shaft is made to slide and
mesh with first gear of countershaft. The main shaft turns in the same direction as
clutch shaft in the ratio of 3:1.
SECOND GEAR
By operating gear shaft lever, the smaller gear on the main shaft is made to slide
and mesh with second gear of counter shaft. A gear reduction of approximately 2:1
is obtained.
TOP GEAR
By operating gearshift lever, the combined second speed gear and top speed gear is
forced axially against clutch shaft gear. External teeth on clutch gear mesh with
internal teeth on top gear and the gear ratio is 1:1.
REVERSE GEAR
By operating gearshift lever, the larger gear of main shaft is meshed with reverse
idler gear. The reverse idler gear is always on the mesh with counter shaft reverse
gear. Interposing the idler gear, between reverse and main shaft gear, the main
shaft turns in a direction opposite to clutch shaft.
NEUTRAL GEAR
When engine is running and the clutch is engaged, clutch shaft gear drives the
drive gear of the lay shaft and thus lay shaft also rotates. But the main shaft
remains stationary as no gears in main shaft are engaged with lay shaft gears.
CONSTANT MESH GEARBOX

Constant mesh gearbox

In this type of gearbox, all the gears of the main shaft are in constant mesh with
corresponding gears of the countershaft. The gears on the main shaft which are
bushed are free to rotate. The dog clutches are provided on main shaft. The gears
on the lay shaft are, however, fixed. When the left Dog clutch is slid to the left by
means of the selector mechanism, its teeth are engaged with those on the clutch
gear and we get the direct gear. The same dog clutch, however, when slid to right
makes contact with the second gear and second gear is obtained. Similarly
movement of the right dog clutch to the left results in low gear and towards right in
reverse gear. Usually the helical gears are used in constant mesh gearbox for
smooth and noiseless operation.

SYNCHROMESH GEARBOX
This type of gearbox is similar to the constant mesh type gearbox. Instead of using
dog clutches here synchronizers are used. The modern cars use helical gears and
synchromesh devices in gearboxes, that synchronize the rotation of gears that are
about to be meshed.
SYNCHRONIZERS
This type of gearbox is similar to the constant mesh type in that all the gears on the
main shaft are in constant mesh with the corresponding gears on the lay shaft. The
gears on the lay shaft are fixed to it while those on the main shaft are free to rotate
on the same. Its working is also similar to the constant mesh type, but in the former
there is one definite improvement over the latter. This is the provision of
synchromesh device which avoids the necessity of double-declutching. The parts
that ultimately are to be engaged are first brought into frictional contact, which
equalizes their speed, after which these may be engaged smoothly.

Synchromesh gearbox
Figure shows the construction and working of a synchromesh gearbox. In most of
the cars, however, the synchromesh devices are not fitted to all the gears as is
shown in this figure. They are fitted only on the high gears and on the low and
reverse gears ordinary dog clutches are only provided. This is done to reduce the
cost.
In figure A is the engine is the engine shaft, Gears B, C, D, E are free on the main
shaft t and are always in mesh with corresponding gears on the lay shaft. Thus all
the gears on main shaft as well as on lay shaft continue to rotate so long as shaft A
is rotating. Members F1 and F2 are free to slide on splines on the main shaft. G1
and G2 are ring shaped members having internal teeth fit onto the external teeth
members F1 and F2 respectively. K1 and K2 are dogteeth on B and D respectively
and these also fit onto the teeth of G1 and G2. S1 and S2 are the forks. T1 and T2
are the balls supported by spring. These tend to prevent the sliding of members G1
(G2) on F1 (F2). However when the force applied on G1 (G2) slides over F1 (F2).
These are usually six of these balls symmetrically placed circumferentially in one
synchromesh device. M1, M2, N1, N2, P1, P2, R1, R2 are the frictional surfaces.

To understand the working of this gearbox, consider figure which shows in steps
how the gears are engaged. For direct gear, member G1 and hence member F1
(through spring- loaded balls) is slid towards left till cones M1 and M2 rub and
friction makes their speed equal. Further pushing the member G1 to left causes it to
overdrive the balls and get engaged with dogs K1. Now the drive to the main shaft
is direct from B via F1 and the splines.
However, if member G1 is pushed too quickly so that there is not sufficient time
for synchronization of speeds, a clash may result. Likewise defect will arise in case
springs supporting the balls T1 have become weak.
Similarly for second gear the members F1 and G1 are slid to the right so that
finally the internal teeth on G1 are engaged with L1. Then the drive to main shaft
will be from B via U1, U2, C, F1 and splines. For first gear, G2 and F2 are moved
towards left. The drive will be from B via U1, U2, D, F2 and splines to the main
shaft. For reverse gear, G2 and F2 are slid towards right. In this case the drive will
be from B via U1, U2, U5, E, F2 and splines to the main shaft.
A synch’s purpose is to allow the collar and the gear to make frictional contact
before the dog teeth make contact. This lets the collar and the gear synchronizes
their speeds before the teeth need to engage, like this:
The cone on the blue gear fits into the cone-shaped area in the collar, 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.

EPICYCLIC GEAR TRAIN

One form of the “all-spur” type of planetary transmission is illustrated in diagram.

It comprises three adjacent independent gears A, B, D, Concentric with the driving
and driven shafts S and S‟, which are telescoped, and three corresponding pinions
A‟, B‟, D‟, forming a rigid planetary unit.
There are usually three such units, spaced uniformly around the gears mounted on
the driving and driven shafts. Gear A is the driving and gear D the driven member.
Low forward speed is obtained in a simple manner by holding the planet carrier
from rotation, by means of a brake drum provided on it for the purpose. Power then
enters at gear A and is transmitted through the pairs of back gears A‟, D‟, to gear
D, hence no planetary motion is involved in the low speed forward drive. The low-
speed reduction ratio is a‟d / ad‟. For high forward speed the driving shafts is
coupled to the driven shaft by means of a friction clutch incorporated in the
assembly, which gives a direct drive.
For the reverse motion gear B, which is free on the driving shaft, is held from
rotation. Assume that the planet carrier rotates left-handedly, causing pinion B‟ to
roll on B. For one left-handed revolution of the planet carrier, the gear cluster A‟,
B‟, D‟, makes b/b‟ left -hand revolutions around its own axis. The reduction ratio
then is d (b-a) / a (d-b). It will be seen at once that this reduction is positive if b >a
and d > b.

AUTOMATIC OVER DRIVE

PRINCIPLE OF THE OVER DRIVE

The principle of the overdrive is illustrated in figure, which shows a simple

epicyclic gear train. In this the gear box output shaft is connected to the planet
carrier ring while the annulus or ring gear is attached to the outer race of the free-
wheel unit and from this to the output shaft; the latter drives the propeller shaft
through the front universal coupling. The sun wheel is the reaction member of the
gear train and when it is locked to the gear box output -or overdrive input-shaft the
planet carrier which is driven by the gear bow shaft rotates about the sun wheel
carrying with it the pinion wheels which in turn, drive the annulus gear and with it
the output shaft to the propeller shaft. The annulus rotates more slowly than the
planet carrier thus giving a lower gear ratio than for direct drive. The position in
which the sun wheel is locked to the gear box shaft, which has just been described,
gives the overdrive requirements.
OVER DRIVE OPERATIONS
DIRECT DRIVE CONDITIONS
To obtain direct drive the overdrive gear must be locked in some manner so as to
rotate as one solid unit. This is done by connecting the sun gear solidly with the
planet carrier. The drive from the gear box shaft is then taken through the locked
epicyclic gear train and thence through the free- wheel to the overdrive output
shaft. Therefore, when in direct drive the propeller shaft side can rotate faster than
the gear box shaft. Since, however, the direct drive is only used at speeds below
about 28 to 30 mph, this advantage is only realized at these at these lower speeds.
COMPLETE OVERDRIVE
Having explained the principle of this overdrive, the purposes of the various
components should be better understood by reference to the illustration of a
complete overdrive, as used on cars fitted with three-speed gear boxes. The
annulus or ring gear and the outer race of the free-wheel are splined to the
overdrive main shaft.

The overdrive unit includes a device to lock the sun gear and hold of stationary. To
do this a centrifugal governor, driven by the overdrive output shaft is used to close
the contacts of an electrical circuit which contains the windings of the solenoid.
When the road speed of the car increases to about 28 to 30 m.p.h., the governor
closes the contacts and thus energizes the solenoid which forces its plunger
outwards and therefore pushes the pawl member towards a notched ring around the
overdrive input shaft; this pawl is shown as the gear plate. Since if would not be
advisable for the pawl to engage with one of the notches in the gear plate during
the rotation of the plate the pawl of not allowed, initially, to enter a notch, being
prevented from doing so by a baulk ring which is a friction fit to the gear plate.
To obtain a smooth engagement of the pawl it is necessary to decelerate the
overdrive input shaft, momentarily, by releasing the accelerator pedal, so that the
engine begins to slow down. Since the momentum of the car will cause the ring
gear still to rotate, the ring gear will rotate the pinions, driving the sun gear and
baulk ring in a reverse direction. This movement of the baulk ring allows the pawl
to move from the step and engage one of the gear plate notches, thus bringing the
overdrive into operation. The engagement, after the accelerator pedal release, is so
quick that the gear plate rotates only about one-third of a turn before full
engagementnot of the pawl with a notch. This method of engagement depends
upon synchronizing the pawl movement with the momentary stopping of the gear
plate. To release the overdrive the accelerator should be released so that the road
speed falls by 2 to 4 mph below the cut-in speed; so that the governor’s contacts
open and the solenoid actuated pawl is released; the direct drive is then re-engaged,
automatically.