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Drive Trains Serve The Following Functions

Drive trains serve several functions including transmitting power from the engine to drive wheels and PTO, engaging and disengaging engine power smoothly, transforming torque and speed to meet load requirements, and providing reversing capability. Clutches are used to absorb energy during slippage and most vehicle clutches use spring-loaded friction disks. Transmissions transform engine torque and speed through gear ratios to optimize for load requirements and include types like sliding gear, constant-mesh, synchromesh, and powershift transmissions.

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Rakesh Panigrahi
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106 views49 pages

Drive Trains Serve The Following Functions

Drive trains serve several functions including transmitting power from the engine to drive wheels and PTO, engaging and disengaging engine power smoothly, transforming torque and speed to meet load requirements, and providing reversing capability. Clutches are used to absorb energy during slippage and most vehicle clutches use spring-loaded friction disks. Transmissions transform engine torque and speed through gear ratios to optimize for load requirements and include types like sliding gear, constant-mesh, synchromesh, and powershift transmissions.

Uploaded by

Rakesh Panigrahi
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PPT, PDF, TXT or read online on Scribd
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Drive trains serve the following functions:

 Transmit power from engine to


drive wheels and PTO.
 A means of smoothly engaging
engine power at start-up.
 Transform engine torque and speed
to meet load requirements.
 Provides means for reversing the
direction of travel.
 Provides a means of smoothly
stopping the vehicle.
Fig. 12.1 Vehicle drive-train.
Clutches
 Friction clutches are design to
absorb energy during slippage.
 Virtually all vehicle clutches are
spring-loaded friction disks.
Fig. 12.2 Spring Loaded Dry Clutch
Fig. 12.3 Hydraulically Actuated Wet Clutch
Torque Transmission Capacity of a Clutch

 The torque transmission capacity of a


clutch can be estimated as,

Tc  fFc rm ns
 where, Tc is the torque capacity, f is the
friction coefficient, Fc is clamping force of
clutch, rm is the mean radius of the clutch,
and ns is the number of friction surfaces.
Torque Transmission Capacity of a Clutch

 The mean effective radius is approximated


as,

Do3  Di3
rm 

3 Do2  Di2 
 where, Do is the outer diameter of the
clutch disk, and Di is the inside diameter.
Table 12.1 Clutch Design Data
Heat Generation at Clutch
 Heat generation, Q, is,


Q  Ts N s t s
30

 where, Ts is the average torque


transmitted during slippage, Ns is the
average speed difference between the
pressure plate and disk, and ts is the slip
duration.
Heat Generation at Clutch
 The temperature rise of the clutch can be
estimated as,

Q
  0 
mc C p

 where, mc is the mass of the heat


absorbing parts of the clutch, and Cp is the
specific heat of the heat absorbing pats of
the clutch.
Heat Generation at Clutch
 One of the previous equations can be
modified to estimate the rate of heat
generation, Er,

2Ts N s
Er 
60 Ac

 where, Ac is the combined area of all


friction surfaces.
Transmission and Load Matching
 The speed (Na) is related to the speed of
the engine (Ne) as,

Ne
NA 
G pt

 where, Gpt is the overall power train ratio.


Transmission and Load Matching
 Similarly, axle torque (Ta) is related to the
engine torque (Te) as,

TA  G pt e ptTe

 where, ept is the overall power train


efficiency.
Fig. 12.4a Engine Torque-Speed Curve
Fig. 12.4b Power Train Torque-Speed Curve
Types of Transmissions
 Sliding Gear
 Constant-Mesh
 Synchromesh
 Powershift
 Continuously Variable Transmission (CVT)
 Hydrokinetic
Gear Design
 Spur or helical gears are meshed
between parallel shafts.
 Spur gears have teeth that are
parallel to the shafts, while helical
gear teeth are angled with respect
to the shafts.
 Helical gears continually transfer
the load from one gear to the other.
Gear Design
 Gear teeth typically have a tooth
profile that is “involute” (generated
by unwrapping a string from a
cylinder).
 Constant involute profiles generate
constant angular velocities.
Fig. 12.5 Involute Tooth Profile
Fig. 12.6 Gear Tooth Pressure Angle
Fig. 12.7 Gear Tooth Terminology
Gear Design
 The center distance of the shafts (Dc) is
related to the pitch diameter of the pinion
gear (Dp) as,

Dp 2

Dc 1  G

 where, G is the overall gear ratio (must be


>1).
Gear Design
 The following equation gives the
relationship between the tooth size module
(m), pitch diameter (DG) and the number
of teeth (n),

DG
m
n
Gear Design
 For helical gears the modulus, m, must be
modified to account for the helix angle, ,

mn
m
cos
Typical Tooth Moduli
 Transmission Gears – 4 to 5 mm
 Powershift Planetary Gears – 1.2 to 3.5 mm
 Spiral Bevel Gears – 8 to 12 mm
 Final Drive Gears – 5 to 7 mm
Gear Design
 Working pressure angles (w) are selected
for a specific pitch diameter,

 m(n1  n2 ) cot t 
w  cos 
1

 2 Dc 

 tan n 
t  tan 
1

 cos 
Transmission Types
 Sliding Gear – gears slid
horizontally on splined shaft to
move in or out of mesh.
 Constant Mesh – gears are in
constant mesh, and are free to
rotate on one of the shafts, splined
collars lock gears to shaft
 Synchromesh – sliding couplings
within the constant mesh
transmissions are replaced with
synchronizers
Constant Mesh Transmission
Fig. 12.9a Synchronizer
Fig. 12.9b Synchronizer
Powershift Transmissions
 Can be shifted with virtually no
interruption in power.
 Types of powershift transmissions:
a) countershaft, and b) planetary.
 Hydraulic pressure is utilized to
actuate the clutches.
Fig. 12.10a Countershaft Powershift Transmission
(Hi/Lo Shift)
Hi/Lo Powershift
 When neither clutch is engaged,
transmission is in neutral.
 When left clutch is engaged, output
shaft turns slower than input.
 When right clutch is engaged,
output shaft turns the same speed
as the input.
 When both clutches are engaged,
transmission is in ‘Park.”
Fig. 12.10b Countershaft Powershift Transmission
(Reverser)
Reverser Powershift
 When neither clutch is engaged,
transmission is in neutral.
 When left clutch is engaged, output
shaft turns opposite direction of the
input.
 When right clutch is engaged,
output shaft turns the same
direction as the input.
 When both clutches are engaged,
transmission is in ‘Park.”
Fig. 12.11 Planetary Gear Set
Planetary Speed Ratios
 The following equation can be utilized to
determine speed and torque ratios for
planetary gear sets,

ns N s  (ns  nr ) N pc  nr N r
 where n is the number of gear teeth and
N is gear speed.
Planetary Torque Relationship
 The following equation can be utilized to
determine the respective torque within
the planetary set,

Tpc  Ts  Tr
Overall Planetary Efficiency
 The following equation can be utilized to
determine the overall planetary efficiency,

 nr 
1  esp e pr  
 ns 
et 
nr
1
ns
Compound Planetary Transmissions
 Contains two set of different size
planets, one meshing with the sun
and the second meshing with the
ring gear.
 May also include two sun and/or
two ring gears.
Fig. 12.12 Full Powershift Transmission
Table 12.2 Element Engagement and
Resulting Gear Ratios
Fig. 12.13 Electro-Proportional Pressure Reducing Valve
Fig. 12.21a Differential
Fig. 12.21b Differential
Fig. 12.22 Planetary Final Drive
Fig. 12.23 Skid-Steer (Caterpillar)
Fig. 12.24 Tractor PTO
PTO Categories
 Type 1: 540 rpm, 35 mm shaft, up
to 65 kW
 Type 2: 1000 rpm, 35 mm shaft, 45
kW to 120 kW
 Type 1: 1000 rpm, 45 mm shaft,
110 kW to 190 kW

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