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MAXIMUM
quently , the setting of top gear becomes
MAXIMUM POWER the choice of a final drive ratio to suit the
TORQUE
diameter of road wheel and engine char -
150
— acteristic.
Figure 15.1 illustrates the balance be-
cc tween the power required and the power
o
IS available. Data for the power required are
uj I obtained from the brake power curve of
*
5CD the engine , and for the power available
I are based on the calculation of the power
needed to overcome the tractive resis-
I
tance of the vehicle when it is moving
along a level road .
The tractive resistance , sometimes
called total resistance , includes:
(a ) Air resistance which is due to
movement of the vehicle through the air.
( b ) Rolling resistance which is due
to friction between the tyre and road , and
POWER AVAILABLE largely influenced by the type of road sur-
FOR ACCELERATION
face.
( c ) Gradient resistance occurs
when the weight of the vehicle acts
0 200 against the vehicle motion during move-
ROAD SPEED, km/h ( C)
ment up a hill.
Fig. 15.1. Power balance .
A . Power required driving of the vehicle . The power needed to propel a vehicle
B. Power available to drive the vehicle. ( Fig . 15.1 A ) increases with the cube of the
C. Balance between power available and power required, speed . In this example , a power of 150 kW
needed to drive the vehicle at 200 km/h .
The power output curve of the engine installed in this vehicle ( Fig
15 IB ) indicates that the
engine produces a peak brake power of 150 kW at 5000 rpm. To
,
the overall gear ratio ( .* gear box ratio x final drive) of this attain maximum road speed ,
vehicle must be set so that the peak
of the power 150 kW occurs at a road speed of 200 km/h and
an engine speed of 5000 rpm .
Once the relative positions of the two curves have been
between the two curves gives the surplus power available for established , the vertical difference
as a separate curve to show the speed at which maximum acceleration This can be plotted
acceleration is achieved
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TRANSMISSION 599
fertfre
^
brake power"iims ThT* transn?ission 5ystem is similar t0 the en«ine
=
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££ii a
150 PA PB Pc
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/ / I POWER AVAILABLE
Pi
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< SP
FOR ACCELERATION
( OPTIMUM)
\ I
OVER I
ae°
\
0
°
9 \V
200
ROAD SPEED, km/h
Fig. 15.2. Under - gear and over-gear.
In both of these gearing conditions the maximum possible speed is reduced . But , when
compared with the optimum gearing needed to obtain the ideal maximum speed , the advantages
of these two situations are as follows.
( i ) Since more power is available for acceleration in under -gearing, vehicle is livelier. Top
gear performance being flexible, less gear changing is necessary when the vehicle
encounters higher tractive resistances.
( ii ) Due to lower engine speed for a given road speed , better economy, lower engine noise
level and less engine wear are achieved in over-gearing.
A comparison of these two conditions indicates that under-gearing is more suitable for the
average car, and hence under-gearing to the extent of about 10-20% is quite common . Therefore ,
the engine power peak occurs during 10-20% prior to the attainment of the maximum possible
vehicle speeds.
Maximum Traction.
Once the overall top gear ratio in set, the bottom gear (1st gear) is then decided . This gear
is used when vehicle starts and is also needed when maximum tractive effort is required . Since
tractive effort depends on the engine torque, the maximum tractive effort in a particular gear
occurs when the engine delivers its maximum torque. The top gear performance, which was
Previously plotted as a difference in power in Fig. 15.3 A, now indicates as a balance of forces.
The driving force curve is similar in shape to the engine torque curve. The peak of the tractive
effort curve occurs at a road speed controlled by the overall gear ratio and effective diameter of
the road wheel. The difference between the effort and resistance curves represents the force
available for acceleration.
.bottomPigure 15.3B represents the effect of lowering the gear ratio on the tractive effort curve. A
to produce sufficient tractive effort to meet the hill- climbing
gearbox -
ratio of 4 1 is used
requirement. The gradual engagement of the clutch is necessary for sufficient building up of
Active effort. Once the clutch is fully engaged , and the engine is operating in the region of
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600 AUTOMOBILE MECHANICS
maximum torque, a small acceleration is possible provided the engine speed does not drop too
low . The bottom gearbox ratio is obtained by the ratio of the maximum effort required and the
maximum effort available in top gear.
MAXIMUM TRACTIVE
EFFORT REQUIRED
2
id TRACTIVE EFFORT
2 TRACTIVE RESISTANCE
Ui s 1
'
( BOTTOM GEAR 4 :1 )
ON LEVEL ROAD ft
% CQ
sCO TRACTIVE EFFORT
k>
UJ
1
co cc
UJ Q
cc £ AY
!
Q
K I
CC
o
k
cc k I
O Uj TRACTIVE EFFORT
k ki ( TOP GEAR 1 :1 )
k
ki MAXIMUM £ -r
I
k “ ]T”
ACCELERATION
k I I
o Y I
MAXIMUM I I I
£
0
ROAD SPEED, knVh
SPEED |
200
11 4X
TRACTIVE RESISTANCE
ON LEVEL ROAD
( )
* * * (S)
ROAD SPEED, km /h
Intermediate Gear (s ) .
Once the top and bottom gear ratios are set , the intermediate ratios are then determined to
form geometric progression ( GP ). Therefore , all the individual ratios advance by common ratio.
For example, if the top and bottom overall ratios are 4 : 1 and 15 : 1 respectively , then the sets
of overall ratios for the 3 and 4 speed gearbox are 4, 8 and 15 ( common ratio 2 ) and 4, 6.35, 10
and 15 ( common ratio 1.59) respectively.
For optimum speed and acceleration performance , the engine should be operated in the
speed range between the limits of maximum torque and maximum power. The wider this
operating range, the smaller is the number of gear ratios required . Most modern car engines
have a narrow range, so gearboxes Fitted in conjunction with these engines normally have at
least four forward ratios.
Since most cars are under-geared , it is now common to use an extra gear , called a fifth gear
to offset some of the disadvantages associated with the under-gear condition . Normally , this
gear is an overdrive , which is a ratio that drives the output shaft faster than the engine. Typical
gear ratios for four and five speed gearboxes are as follows.
Five speed gear box: top 1 : 0.8, fourth 1: 1, third. 1 : 1.4, second 1 : 2 , first 1 : 3.5 and reverse
1 : 3.5. Four speed gear box: top 1 : 1, third 1 : 1.3, second 1 : 2.1, first 1 : 3.4 and reverse 1 : 3.5.
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'1 TRANSMISSION
601
TOOTH
PITCH
POINT
_ FILLET l 1
TOOTH
THICKNESS
RADIUS % \\
W _ v7
Fig.15.4. Terminology of gear - tooth profile
. Fig. 15.5. Straight - tooth spur gear.
Straight-TOOTHL Spur Gear. In straight tooth spur
gears ( Fig. 15.5),
teeth are cut at right angles to the face and parallel to the axis of the
gear wheel. When the teeth profiles contact, the relative motion is a
rolling action at the pitch point , and this changes to sliding once contact
occurs on either the face or flank of the tooth. Radial forces between the
teeth in contact tend to separate the gears and that must be absorbed by
t it
radial type bearings.
Helical -tooth Spur Gear. In helical tooth spur gears ( Fig. 15.6 ),
teeth are cut at an angle both to the face and to the axis of the gearwheel.
Thus, contact between meshing teeth takes place along a diagonal line L^. ^
across the faces and flanks of the teeth. Since one pair of meshing teeth
remains in contact until the following pair engages, the load on the teeth
is distributed over a larger area. This reduces tooth loading and promotes
(A)
smoother and quieter running. Axial , or end thrust is felt at the shafts
and that must be absorbed by bearings. Side thrust may be reduced by Fig . 15.6. Helical-tooth
spur gear.
using double helical gears ( Fig. 15.6B ).
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602 AUTOMOBILE MECHANICS
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TRANSMISSION 603
Sliding-mesh.
• Synchro-mesh.
Constant-mesh.
•
Of these, the synchro- mesh type is Prevalent today. It is essentially a combination of
the other two types. Although sliding
considered in the text for initial study ! h
^ g6ar b
°X 1S obsolete at Present - lt has been
^ ^^ ^
rati
^
automatic l ake d. Thedrivermerd
6111 ® 6 Veral sub-systems 80 that the Sear
Hence , Gi = NB ND TA
~
TQ
lI SPEED of main shaft
I
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AUTOMOBILE MECHANICS
604
1 sr AND 2 ND SECOND
FIRST TOP GEAR SLIDING GEARS GEAR
GEAR DOG CLUTCH
AND 3 RD GEAR TAPER 2
INPUT BEARING
( PRIMARY )
SHAFT
DOG
TEETH A
$p -ii
2 di J
g 4«
OUTPUT SHAFT
i =
v
FIRST STAGE
8i
J
J
CD
-5-C oc 1 mi
CONSTANT r£ ^ CQ2
MESH GEAR LAY SHAFT
LAY SHAFT
GEAR
I* 1
\\\\\\\v
2 RD
GEAR
C 1 1
E
CLUSTER
T B
& 3RD GEAR
. 1 ST AND
REVERSE
GEAR
B
THIRD
GEAR
srhl FOURTH
GEAR
2
Ip $ IP
I I
D
1
B G I
D D
REVERSE
-
REVERSE
GEAR
m i IDLER
GEARS /
W s O
=# .V
O
1 B R
c c
Second Gear Ratio, G2. Figure 15.10 shows the second gear in action. Power from A goes
to B and from there it goes to E , which is on the same shaft , i.e. lay shaft. From E it goes to F,
on the main shaft.
G2 =
Speed of engine shaft NA_ NE TB TF _ _
Hence, Speed of main shaft NB NF TATE
~
Third Gear Ratio, G 3. When the third gear is in action as shown in Fig. 15.10, the drive
is from the engine shaft to lay shaft through the constant-mesh gear A and B and finally fro
lay-shaft to main shaft through gears G and H .
A
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ppANSMlSSION 605 m
'
,, F
G3 = engine shaft. _ NA NG
Hence, Speed of main shaft ~
“
TB TH
NB NH TA TG
Fourth or Top Gear Ratio, G4. The drive is direct from the engine shaft to main shaft by
^wnfnVig ^
^
GA
'
h
^^ ^
15 10 The lay h ft
0 0 6®
^^ ^ ^* * -
prov ec on t 16111 The whole arrangement
case revolves idly. The gear ratio is 1, i.e.
Th \ayshau rotates in
^ ^^ ° ro^a ^on en&ine shaft and main shaft is the same.
0
pposite '
1
‘
ReverseGear, Gr . The reverse gear works as shown in Fig. 15.10. The idler is compound
type having two wheels Ii and I2 of different diameters
mounted on a shaft, which is parallel to
the mam shaft. The idler is slid so that I 2 engages pinion C and comes mesh with the gear
Ii in
D. The reverse drive takes place through A to B , then C to I 2 and finally from Ii to D.
*°
Thprpfnre G. - Peec f engine shaft NA Nc Nn
’ = Speed of main shaft = N ~ 2 ND ( As NB = Nc and Nu = N11 )
BW
TB T12 TD
= TA TC Tn
15.6. Constant-mesh Gear box ( Four- speed and Reverse )
The primary ( input ) shaft is splined at the flywheel end . It carries a first stage constant
- -
mesh helical gearwheel and a fourth-gear toothed dog clutch , formed on it at the gearbox end .
At the flywheel end it is supported by a small bush or ball-bearing and at the gearbox end by a
ball- bearing or taper- roller bearing ( Fig. 15.11).
-
The lay shaft holds cluster gears rigidly together. For small and medium sized gearboxes,
-
the gears are normally cast or forged as a one- piece unit. For larger heavy duty gearboxes, the
gearwheels are separately machined and then held together on a splined lay-shaft. The lay-shaft
is generally force fit at its ends in the gearbox housing and supports the one piece lay-cluster
-
gears on needle roller bearings recessed in the ends of the gear cluster. Thrust washers are
installed between the gear cluster and the gearbox housing to absorb any side-thrust generated .
- -
In large heavy duty gearboxes , the splined lay shaft uses ball or taper bearings at its ends.
The main ( output ) shaft has sections with stepped diameter , some portions of which have
smooth polished surface so that various gears can revolve relative to this shaft , while other
portions are splined to cause power transmission from the drive path gears to the constant mesh
sliding-dog clutch inner hubs. This shaft carries the first, second , third , and reverses final output
reduction gearwheels, which are free to revolve relative to this shaft and are in constant mesh
with the lay cluster gearwheels. Additionally, this shaft supports the first/second , and
- iii
third/fourth-gear sliding-dog clutch inner hubs , fixed to the shaft by spines. To facilitate the
-
assembly of main shaft, output gears, and hub, one end of the shaft has a reduced -diameter-
spigot plain bearing surface. This end carries a needle- roller bearing, which fits into a recess in '1
the primary-shaft gear end. The other (output ) end of the shaft is supported by either ball or
taper bearings located in the gearbox housing. .:n
>
The sliding dog clutch is a positive locking device , whose purpose is to allow the power flow
from the primary-shaft to the output shaft when the friction clutch has disengaged the gearbox
from the engine The dog clutch has an inner and outer hub. The inner hub contains both internal
external splines and is fixed to the output main shaft through internal spines. The outer
^hub carries a single groove formed round the outside to position a selector fork and is internally
sPHned to mesh with the exterior spines of the inner hub.
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606 AUTOMOBILE
DOG MAIN SHAFT
MECHANICS
TEETH FIRST GEAR BALL SECOND GEAR
INPUT
SHAFT
DOG
CLUTCH
r« A/
Mm
1 BEARING
A ea
2
FIRST
MAIN SHAFT
i
NEEDLE
(^ ROLLER
] BEARING ! _ %
t«=
STAGE
CONSTANT i ts
MESH
GEARS
LAY SHAFT
THRUSTcl
1
l X 8
C WASHER
1sr GEAR i^
B
z. 2 ND GEAR REVERSE
LAY SHAFT / 3 RD GEAR GEAR
GEAR THIRD GEAR FOURTH GEAR
4
CLUSTER
liSsT
A
Ji
i
-i
71
I
na u
< 1
=
1
'
1I
1-
'
i B
1 G 1
REVERRSE GEAR REVERSE IDLER
J GEAR
,4
m h
J
5 1 o
1i m m
c' 3 O
1 M 1
m 2 o /
1
B
/
R
—- N
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607
TRANSMISSION not revolve.
does To select individual gear ratio the outer dog-clutch hub is slid
shaft itseft over the dog teeth
towards andoutput gearwheel toforming
the
part of the required gearwheel. This engages and locks
output main shaft , thereby completing the power-flow path.
the selected
Top -gear Selection. In top or fourth gear , there is no gear reduction ; instead a direct
power-flow path is established from the input to the output shaft . On the engagement of top
gear, the third -
/fourth gear dog -clutch hub is slid over the dog teeth cut on the input shaft , thus
allowing direct power transmission from the input primary shaft to the output main shaft. All
the other constant - mesh gearwheels supported on the main shaft revolve about their axis at
their own speeds relative to the main shaft , when they are engaged .
Reverse - gear Selection. When the reverse sliding- mesh idler gear is slid into mesh , it
transmits motion from the lay-cluster reverse gearwheel to the reverse idler and then to the
reverse output gear, which forms part of the first/second -gear dog-clutch outer hub. This
provides a second stage gear reduction . The idler wheel changes the direction of rotation and so
provides a reverse gear train .
Referring Fig. 15.11 with Fig. 15.10 it can be concluded that expression for all forward gears
remains same for both sliding and constant mesh gears. In case of reverse gear, the power flow
is from A to B and then from I to J through the idler gear . The idler changes the direction of
rotation of main shaft without affecting the gear ratio.
Thus r r _ NA Nr _ TB TJ
NB NJ TA TI
The essential difference between sliding- mesh and constant-mesh gear box is that in a
sliding- mesh gear box the gears are actually slide along the main shaft to engage or disengage
their respective mating gears on the lay-shaft. But in the constant- mesh gearbox the lay-shaft
and main shaft gears are in constant - mesh . The main -shaft gears are designed to revolve freely
and are engaged by sliding dog clutches splined to the main shaft , so that the particular gear is
locked to transmit power.
The problem of side thrust on helical gears experienced with sliding- mesh gear transmission
is eliminated in constant - mesh gear transmission , as the gears do not slide. The difficulty in the
constant-mesh gearbox of bringing the input and output shafts to the same speed when changing
gear has been overcome by the development of the synchromesh gearbox.
Example 15.1. In a gear box the clutch shaft pinion has 14 teeth and low gear main shaft
pinion 32 teeth. The corresponding lay shaft pinions have 36 and 18 teeth. The rear axle ratio is
3.7:1 and the effective radius of the rear tyre is 0.355 m. Calculate the car speed in the above
arrangement at an engine speed of 2500 rpm.
36 32 4.57 : 1.
~ X
14 18
=
The rear ratio is 3.7 : 1
Hence overall gear ratio , G = 4.57 x 3.7 : 1 = 16.92 : 1.
Speed of the car , 2 n N r 2 n x 2500 x 0.355 m/min .
V= 16.92
f G
j 2 n x 2500 x 0.355 x 60 km/h 19.8 km/h. Ans
I 16.92 x 1000
= .
l
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TRANSMISSION 613
C5,
PRIMARY
SHAFT
1
OUTER
HUB
SLEEVE
CRESCENT
OIL PUMP
FIRST STAGE LAY SHAFT
LAY SHAFT GEAR
GEAR CLUSTER
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614 AUTOMOBILE MECHANICS
-
is relays to all the second stage lay shaft and main shaft gears ( Fig. 16.13). Each pair of second
-
stage gears has a different size combination, due to which complete range of gear ratios is
obtained. In neutral position each main-shaft gear revolves on the main-shaft at certain relative
speed to it. The output power flow is provided by locating the selected main -shaft gear with the
main-shaft , so that the flow path from the input shaft is completed to the first stage gears , second
stage gears and finally to the main shaft. The fifth gear being an overdrive gear in this case, to
-
speed up the main shaft output relative to the input shaft , a large lay shaft fifth gear wheel is
meshed with a much smaller main shaft gear.
A forced feed lubrication system is incorporated for heavy duty operations, which uses an
internal gear crescent type oil pump driven from the rear end of the lay-shaft ( Fig. 15.13). The
oil is drawn from the base of the gearbox casing by this pump, and then pressurized and forced
through a passage to the main shaft. Subsequently the oil is transferred to the axial hole along
the centre of the main -shaft through an annular passage formed between two nylon oil seals.
The main-shaft gears are lubricated through radial branch holes.
i
I
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TRANSMISSION 631
Reverse Gear :
U - Nc T 4 T 2 TR
NT - Nc Ta T 9 2y
Nl ~ 0 _ 60 x 60 x fin
or A4-0
^ 30 x 40 x 30 = “ 6
(Since Nc = 0), NNs4 ~ “
- -
6 A118
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632 AUTOMOBILE MECHANICS
I
Vi
This combination provides smooth torque characteristics from starting to the designed peak
operating conditions. A typical modern three speed automatic transmission is shown in Fig :
15.25 .
1
GOVERNOR
BEARING OUTPUT
SHAFT SEAL
rp
<3
SPEEDOMETER BUSHING
PINION 1
rj EXTENSION
PARKING LOCK HOUSING
> VALVE ASSEMBLY
KICKDOWN BODY
BAND OIL
ENGINE INPUT FILTER ^DRIVING
SUN GEAR
SHELL
CRANKSHAFT SHAFT
FLEXIBLE
DRIVE PLATE
gear up-shifts and downshifts are automatically carried out taking into account of the condition
of the road , the available output of the engine and the acceleration/speed requirements of the
driver.
Other than the continuously variable transmission ( CVT) systems, most modern automatic
transmissions have two main units such as a fluid clutch and a main gearbox.
Fluid Clutch. This unit automatically disconnects the drive when the engine speed is low
and gradually connects it as the vehicle is moved from a stationary position . It is either a fluid
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i •
TRANSMISSION
coupling or fluid converter. The
latter is often caliph 633
form, it can double the engine output torque a a *torclue
unf the torque amplification as the output A1 converter because, in its simple
.
Mam gearboxu . mu •
This automatically ot the
converter provides a gradual
reduction
nr converter mcreases
increase* -
vehicle overcome road conditions
to 0 viHp « « „ • ,
s of stePPed gear
to operate over a wide road speed rangereauirinog- * I Sfne .
dnving tor(Jue Also, it ratios to assist the
enables the vehicle -
pjr„gto" a positive
15.14. Torque Converter
:TlSnl Jwflv
6
P
frnm res is
hide
performance characteristics of a hydro
the gear train is illustrated in Fig kinetic tornup
15 26 fbr hoht th
range- The flgure
standstlll.
mechanical
and
, gear transmission.>
multiplication. The
bet,weenthe engine 3nd
indicates that the initial torque multiplication f?
^ Tn?'
ransmi
• considerable
nee an smoothed out . Also the large gear ratio steps of the
si s. n irs gear by the conventional
2g
converter at stall pull away
• ), maximum converter’s response between automatic
torque multiplication is provided
by the
- gear
torque
increases until the conditions , which
converter coupling point is progressively reduces as the vehicle speed
freewheels. With further increase in reached . At this point, the reaction
member
speed, the converter changes to a simple fluid
T
I
coupling so
r
FULL THROTTLE GEAR T T
SPEED RANGE T
* 1
2
GEAR *+« 3 4 >
5
4.8:1
100
KT
Cf m TRANSMITTED $
2 TORQUE CONVERTER , .,y POWER y
y
Q
5 4 EFFECT RESPONSE A ( FULL THROTTLE) y
y
Hi Ai y
y
y
/ y
80 £
o
£ /
/
/
I
1
y
/
y
y
y
y
y
y
y
o
s y y
i y
a
/ y y
/ /
/ I / y
y
y
y
/ I / y y
II y y
I i»
fc
5
/ y
3 /
i A
/ / $
£ i
/ * co
60 £
*
O s
/ TORQUE RATIO %
cc
d /
2.4:1
£ / d
Uj
£
5 2
UJ
/
/
/
LIGHT
THROTTLE
- 40 d
UJ
O
O /
/
FULL THROTTLE £
d o
s /
/
/
/
1.4:1 a
/ a*
1 / 1:1
/
20
I /
/
/
0.7:1
i /
/ LIGHT THROTTLE GEAR SPEED RANGE
i J
1 2 +++ 3 *+« 4
0 l i i i
0 0
20 40 60 80 100 120 140
i ROAD SPEED, km/h
J
^'9- 15.26. Torque multiplication and transmittedautomatic
power performance relative to vehicle speed
transmission for a typical four speed .
I
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canner
634 AUTOMOBILE MECHANICS
that torque multiplication ceases. In second gear the converter starts to operate nearer the
coupling point so that it contributes far less torque multiplication . In third and fourth gears the
converter functions entirely as a fluid coupling operating ( beyond the coupling point ) as a result,
there is no further torque multiplication .
The torque converter multiplies torque through the force of fluid movement. All of its moving
parts are submerged in lubricating oil. It transmits power silently and smoothly , without shock,
at various speed and torque ratios. Its operation is fully automatic and reliable, normally
requiring no service. The torque converter is enclosed in two- piece stamped steel shells or
housings, which are welded together and shaped like a tyre. It has three functional parts; the
driving member or impeller , the driven member or turbine, and the stator or reactor. The
impeller forms the back shell of the converter housing. The turbine drives the planetary gear
train and is mounted on the transmission input shaft. The reactor is connected to the transmis-
sion case through a one-way clutch mounted on a forward extension from the pump cover. The
front housing is connected to the engine crankshaft through a drive plate. On the back of the
converter, a rear hub is supported by a plain bearing located in the front of the transmission oil
pump housing. The outer diameter of the converter is approximately three times of its inner
diameter.
The hub of the converter housing drives the transmission oil pump, which produces oil
pressure for the transmission controls and for keeping the converter full of oil in the pressurized
condition ( called charge pressure ). Oil charge pressure is required to minimize formation of air
pockets (called cavitation ) near the converter centre due to centrifugal action of oil during
rotation of the housing. The oil charge pressure ranges from 207 kPa to 1241 kPa for different
transmission models.
The impeller blades, rotating at engine speed with the housing, impart kinetic energy to the
oil and fling it towards outside of the housing. At the outer edge of the impeller the oil with high
kinetic energy leaves the impeller and is thrown into the outer edge of the turbine, which
provides a force to rotate the turbine. The turbine, which is connected to the drive wheels
through the transmission gears and drive line , causes the movement of the vehicle. During the
process as oil looses its kinetic energy, it moves towards the housing centre and consequently
direction of flow of oil changes opposite to that of the impeller. Oil leaving the turbine in a
backward direction hits the face of the stator blades. A free wheeling one-way clutch prevents SflEv
stator backward rotation and stator blades redirect the oil with little energy loss to enter the
impeller in the same direction of the rotation as that of the impeller. In this process the stator
acts like a fulcrum in a lever system to increase torque transfer and it is said to be reacting.
C
Within the coupling, oil flows in two directions simultaneously, producing a very rapid
spiraling oil flow that is like a coil spring with its ends brought together, called vortex flow . The
vortex flow provides torque multiplication within the converter. As the turbine speed approaches
the speed of the impeller, the amount of vortex flow is reduced , accompanied by a reduction in
torque multiplication. At the coupling point the turbine speed reaches 85 to 90 % of the impeller %
speed. At this point very little vortex flow occurs, because all the converter parts rotate at nearly
the same speed .
Some transmissions use variable pitch blades in the stator , where blade angle can be
changed over a range, from high to low angles. A high angle gives less oil flow restriction as the y
turbine speed approaches impeller speed and it minimizes vehicle creep at idle. A low angle
high torque conversion is provided because of a higher difference in speed between impeller and
5s
turbine. While variable angle blades result in substantially improved efficiency, they make the
stator very expensive.
The greatest amount of vortex flow and torque multiplication is attained at stall condition, C
when the turbine is stopped and the impeller is rotating at its maximum speed. Maximum torque
\
15
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TRANSMISSION
• lication ratio at stall varies from 2:1to
tful|JpThi s ratio gradually and smoothly
as the turbine speed approaches ilm-
&^Cforward
in
wspeed till the coupling point is reached.
P nuDling point, the oil leaves the turbine
direction , hitting the back of the
tor blade and the stator rotates forward on
thereby
-
one way clutch, moving with the oil flow
producing minimum oil flow resis-
tn
e Stall speed of a converter, which is
Ejected to prevent creep at idle, is about 70%
Sf the engines maximum torque speed at full
throttle. Operation at a high stall speed
auses excessive heat generation, fuel con -
sumption and noise. It also results in a high
coupling point, which causes the engine to
race. At high altitudes when engine output
reduces, converter stall speed also lowers OUTPUT RPM/INPUT rpm
even with the same input torque. During Fig. 15.27. Torque converter performance curves.
coasting, the turbine accelerates the oil flow
in trying to increase
towards its outside and into the impeller where the oil’s energy is absorbed , although
enpne speed due to which the stator is also forced to overrun. This type of operation engine.
energy to the
not efficient helps to slow the vehicle by transferring some of the vehicle’s
Figure 15.27 illustrated the converter performance.
A clutch is used to minimize drive line
COUPLING
loss on some transmissions. It engages as
the converter coupling point is reached by
REGULATOR
cr PUMP
connecting the housing ( which is bolted to
the engine crankshaft ) to the turbine so no
slippage can occur between the converter
LOW TEMPERATURE ^ LUBRICATIN
SYSTEM
G
input and output members, and smooth
BYPASS torque multiplication takes place during
u acceleration and lock- up at all road speeds.
COOLER The transmission oil cooler and the
transmission gear train lubrication system
SERIES SYSTEM provide restriction in the outlet of the oil
flow to maintain converter charge pres-
COUPLING
REGULATOR
sure. Transmission oil is warmed as it flows
across warm mechanical parts while
o- PUMP lubricating and cooling them . Forced oil
circulation in the converter also heats the
oil rapidly, especially at low speeds. Under
TEMPERATURE fry5 RFVLL UBRIC ATING severe operating conditions, oil tempera -
BYPASS —J I SYSTEM
tures may reach as high as 423 K, but the
normal maximum limit is 408 K. The
COOLER recommended minimum operating
temperature for automatic transmission oil
is 361 K and temperatures lower than this
PARALLEL SYSTEM
produce sluggish action .
^•
9 - 15.28. Series and parallel transmission
oil cooling system.
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m 636
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AUTOMOBILE
MECHANICS It ll‘Z
Transmission oil cooler is located in the radiator outlet tank where the engine
temperature is lowest. This arrangement provides maximum transmission oil Coolant
cooling. Plow of
oil in the cooling system takes place in series and parallel arrangements. A series system
jAfV/ /V
!
the total quantity of oil through the cooler and then to the transmission system sends W r hi
iii:
t
parallel system sends part of the oil to the cooler and part to the lubrication system
15.28 illustrates both the types of oil circulation
where
.
as a
Figure ^
The arrangement of a three-element single-stage converter, shown in Fig. 15.29, ll
is
Bv
common and is used in conjunction with many different types of automatic gearboxes. Thequite
i for the converter is normally supplied by the automatic gearbox and it is generally a low fluid " A ‘
j! viscosity
mineral oil , which contains additives to improve lubrication and resist frothing. Cavitation
fi
noise
caused by air in the converter is minimized by pressurizing the fluid to about 138 kN/ m 2.
It can u
i be seen in the figure that the free wheel is the only mechanical component , which can produce 1
V
faulty operation of the converter such as slipping and seizing of the stator. t
*
$
i
i jtW
I
V
C
B IMPELLER
{ PUMP)
TURBINE r Wos .
COOLING FIN
{ TO PUMP AIR )
STATOR
# or
i
FREE WHEEL 5tegear trail
CASING { FIXED )
Wfir. Withp!
^ byholdin
itoilti-pla
6 'i
prcompc
Fig. 15.29. Three-element single-stage converter. ^^iategea
gearre
^:1
allowed to operate when light torque demands are made on the engine and only when the
converter is operating above its torque multiplication range that is beyond the coupling point.
Consequently, converter lock-up is only permitted to be implemented when the transmission is
in either third or fourth gear. As a result the power transfer is bypassed through the circulating
^^ ^ j
fluid; instead transmitting the engine’s output directly to the transmission input shaft. This
eliminates drive slippage, thereby increases the power actually propelling the vehicle. Conse-
quently there is a net gain in power output , and the fuel wastage is reduced .
V
JL 1
&
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TRANSMISSION 637
^
f IT cfthevehTdewasIn 31
^
s0 3
wheell featu e, thp unit
feature was
nit u
“
/ i
locked t ^
c anf > e lever. When the driver did not require the free
by a gear to provide a fixed - wheel condition . This was
C S provislon was made to lock the unit automatically when this gear
Tse
^ °
116 ’
cted
Nowa ays e uni irectional clutch is used as a part of a automatic transmission and
overdrive s,
uni o imi ho movement of a particular member to one direction . In these
examples, tec utx: works as a simple means for either driving or holding one part of an
epicyclic train so that it can only move one way. The two main types of unidirectional clutch in
use are roller type and sprag type.
15.16. Three Speed and Reverse Transaxle Automatic Transmission
A transaxle three speed automatic transmission is presented in Fig. 15.30. The planetary
gear train uses two sun gears , two sets of pinion gears ( three in each set ) , two sets of annular
( internal ) gears and pinion carriers, which support the pinion gears on pins. Helical teeth are
used throughout . For all forward gears , power enters the gear train through the forward annular
gear and leaves the gear train by the reverse annular gear. Whereas in reverse gear, power
enters the gear train by the reverse sun gear and leaves the gear train through the reverse
annular gear. With planetary gear trains the gears are in constant mesh and gear ratios changes
-
are effected by holding, releasing or rotating certain parts of the gear train by means of a one way
-
clutch , two multi plate clutches , one multi plate brake and one band brake.
-
First gear compounds both the forward gear set and the reverse gear set to provide the
necessary low gear reduction . Second gear only utilizes the forward planetary gear set to produce
the intermediate gear reduction . Third gear is achieved by locking the forward planetary gear
set so that a straight through drive is obtained . For better understanding of the operation of the
automatic transmission gear train Table 15.2 may be referred , which represents the components
engaged in each manual valve selection position .
Selector Lever.
The selector lever ( Table 15.2 ) has a number of positions marked P R N D 2 1 with definite
functions as follows :
P Park. In this position , there is no drive through the transmission . A mechanical lock
-
actuated by a linkage causes a parking pawl to engage in the slots around a nng gear attached
to the output shaft ( Fig 15 30) Thus the parking pawl locks the output shaft to the transmission
«sing due to which backward or forward movement of the vehicle is arrested. The engine may
ba started in this position.
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TRANSMISSION
639
N-Neutral . When this position is selected 11
a result there is no drive through the
D-Drive. This position is used for all
transmit 68 and band brake are
^
engaged , as
& englne may be started in this position
.
-
1-2, 2-3 up-shifts and 3-2, 2-1 downshifts
1 •
conditions, automatically producing
^
]
the accelerator pedal . The engine does nnt cf . lraad sPeeds or according to the position of
1-2
2-First and Second. This position
up -shifts and 2 -1 downshifts onlv Thp
Z i°+
00
^
n S6n t0 restnct ear changes automatically from
&
km/h. The engine does not start in this range
Itee^ hflt” ^
^ oshTon ^
^ ^ P°Siti°ned in 2 rangeS ab°Ve 100
transmission is not permitted to shift into second
1 CkS Ut the one way ller dutch so that better control may
^
1
nhtaine when travel lincf ° 1° ‘
AUTOMOBILE
640 MECHANICS
15.17. Transmission Shift and Drive Line Features
; An automatic transmission gear ratio change is called a shift. Shifting requires the release
of one planetary member and the application of a holding device of another , both release and
£, application need to be properly timed . The reaction member of the planetary gear set always
i tends to turn backward while the gear set is carrying a torque load and t e reaction force is
proportional to the torque being carried . As the torque load transfers from one p anetary member
to another , the load on the reaction member changes from reverse to forward direction . Ideally,
the holding device should be applied or released at the instant torque reversal occurs. When a
holding or driving device becomes worn , it first become apparent to the driver when it slips and
fails to hold the required torque while it is being applied.
During up-shifts, the applied member must have a higher torque capacity than the released
member. This is required because engine inertia momentarily increases torque as the engine is
slowed to the new speed and this is added to the torque being produced by the engine. During
downshift, the engine speed must increase as the shift moves to a lower gear. The application
of force must be gradual before the holding force is released to prevent engine run away.
Shifting quality or smoothness is primarily dependent upon the characteristic output
torque, which varies during the shift. If one member is released before the second member is
applied the transmission momentarily remains in neutral and the engine tends to run away;
On the other hand , if application occurs before release , the transmission is momentarily locked
in two gears, producing a bump. Good shift quality transfers the load from one member to the
next by allowing a slight amount of slippage to occur during application as the new member
picks up the torque, which may last for 0.6 second . Longer application , though produces
smoother shifts, but reduces the service life of the unit.
Size and clearances in the automatic transmissions are required for correct operation and
-
hence are very carefully controlled during manufacturing. Because of the build up method , one
part depends upon the accuracy of several other parts . The correct final axial movement or end
clearance is controlled by a selective fit thrust spacer somewhere in the assembly. Automatic
transmissions usually use pressure lubricated bushing- type bearings on their main rotating
parts. Most of these bearings are babbitt or copper-lead bearing materials on a steel backing.
All bushings are installed in bores located in either case or hub. The front of the gear train is
supported on a hub extending in back from the pump cover. Oil transfer rings are located on
this hub to minimize leakage as control oil transfers from the stationary hub to a rotating clutch
drum. The rear end of the gear train is supported by the rear of the transmission case. Shafts
and drum hubs support one another on these two main support locations. The transmission
; input shaft is splined between the converter turbine and a front clutch hub. On the front, the
l turbine is supported in a bushing within the torque converter cover or inside the front of the
stator shaft. The front clutch hub is mounted with a bushing on the rearward extension of the
I transmission pump cover. The front of the transmission output shaft rides on a bushing at the
rear of the transmission case. The rear of the output shaft is supported by a bushing in the back
I
| of the transmission extension. The output shaft extends almost to the input shaft or an
intermediate shaft is used between them.
I Planetary gear-set members, clutch hubs, and brake drums are splined
to these shafts for
| driving and riding on bushing when they are required to be free turning
Non-rotating clutch
t and brake parts including oil transfer hub and seal rings in some transmissions are supported
by the transmission case to minimize the load on the shafts. Transmission rotating members
I t are spaced with thrust bearings , and needle roller bearings are used for
high load conditions.
* These bearings are normally made of babbitt on
'
a steel backing. Sub-assemblies are held
‘ together with snap rings and retaining rings. Sub-assemblies, which rotate together, are
connected with drive lugs at their outer edges.
:i .
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r
TRANSMISSION 641
s A
r/ / / / // / / / /??
OIL SUPPLY
CASING
$
CLUTCH
RELEASE SPRING
* SEALING
RINGS
2
Fig . 15.31 . Multi-disc clutch.
depends on friction value and operating pressure, therefore one of these is the cause when clutch
shp occurs.
When the clutch is disengaged the drag between the plates acts as an energy drain , so
suitable arrangement is incorporated to separate the plates. A large clutchslightly release spring
dished.
plates are
tracts the operating piston and in some cases the steel outer motion
^
Immediately after the disengagement of the clutch , the centrifugal of the residual oil in
the operating chamber acts on the piston and causes slight drag. This is prevented by releasing
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TRANSMISSION 651
this
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