ASSOSA University

Department Mechanical Engineering

POWER TRAIN & VEHICLE DYNAMICS

Chapt.2 Transmission

Habtamu Deresso
2.1 CLUTCH SYSTEM
 CLUTCH SYSTEM OVERVIEW
 The clutch provides a means of connecting and disconnecting
the power from the engine to the transmission. It allows smooth
or gradual engagement of power to prevent shock on driving parts.
 The clutch couples and uncouples the manual transmission or
transaxles and the engine [Crouse and Anglin, 1993].
 The clutch engages and disengages the manual transmission or
transaxles and the engine [Crouse & Anglin, 1987].
 1.DISENGAGED, (Clutch Pedal Down). The engine runs freely
without delivering power to the transmission. This permit the
driver to select the proper gear.
 2.ENGAGED, ( Clutch Pedal Moving Up). The clutch transmits
power from the engine to the transmission. The drive wheels turn
and the vehicles begin to move.
CLUTCH SYSTEM
 CLUTCH MAJOR PARTS:
CLUTCH SYSTEM
 CLUTCH MAJOR PARTS:
 1. FLYWHEEL

 2. FRICTION DISK = CLUTCH DISC

 3. CLUTCH PRESSURE PLATE

CLUTCH SYSTEM
 CLUTCH PRESSURE PLATE TYPE
 COIL SPRING TYPE
 DIAPRAM SPRING TYPE
CLUTCH SYSTEM
 TYPES OF CLUTCH LINKAGE
 1. Mechanical clutch linkage (rod/cable)
 2. Hydraulic clutch linkage

 3. Electronically controlled clutch

 Mechanical Clutch Linkage [ROD].

CLUTCH SYSTEM
 TYPES OF CLUTCH LINKAGE
 1. Mechanical clutch linkage (cable)
CLUTCH SYSTEM
 TYPES OF CLUTCH LINKAGE
 2. Hydraulic Clutch Linkage.
CLUTCH SYSTEM
 TYPES OF CLUTCH LINKAGE

 3. Electronically-Controlled Clutch Linkage.

CLUTCH SYSTEM
 THE CLUTCH DYNAMICS:
 Movement of a foot pedal operates the clutch. When the

driver pushes the clutch pedal down, the clutch

disconnects or disengages from the engine flywheel. No
engine power can flow through the transmission. When
the driver releases the clutch pedal, the clutch engages.
This allows power to flow through.
 CONCEPTS OF THE CLUTCH
 1.The friction disk is positioned between the flywheel

and the pressure plate.

 2.The friction disk is splined to a shaft which extends into

the engine
 3.When the clutch is engaged, spring force clamps the

friction disk between the pressure plate and the flywheel.

CLUTCH SYSTEM
 4.When the clutch pedal is depressed, the throwout
bearing (pilot bearing) moves in and causes the
pressure plate to release its force on the pressure
springs.
 5.The clutch cover is bolted to the flywheel.
 6.To make engagement as smooth as possible,
the friction disk has a series of cushion springs.
 7.Clutch slippage while the clutch is engaged is
particularly noticeable during acceleration.
 8.Clutch chattering (grabbing) is noticeable
when engaging the clutch.
 9.The reason for the caution about the asbestos
in the clutch facings is that asbestos dust can
cause lung cancer.
CLUTCH SYSTEM
 CLUTCH AND ITS FUNCTION (Detailed: see Video-1)
 In automobile, the motive power produce by the engine is
torque with the flywheel. This power needs to be
transmitted to the gear box according to the driver
requirements. To fulfil this needs, a device is installed
between the flywheel and the gear box.
 The dynamics: When the device is engaged, the power
gets transmitted to the gear box. When the device is
disengaged, the power doesn’t get transmitted and the
vehicle stops while the engine keeps running, such a device
is known as CLUTCH.
 CLUTCH can be defined as a mechanical device which
when engaged, transmits power from one shaft to the
other coaxial shaft.
CLUTCH SYSTEM
 CLUTCH of an automobile is mainly responsible of this
function.
 FUNCTIONS OF A CLUTCH
 Engaging and disengaging the gear box with the engine.
 Transmitting the engine power to road wheels smoothly.
 Allowing the gear change without any damage.
 ESSENTIAL REQUIREMENTS OF A CLUTCH
 Should engage gradually to avoid sudden jerks.
 Should be easily operated.
 Should not slip while engaging and disengaging.
 Should occupy minimum space.
 Should have minimum inertia
 Shouldn’t be noisy.
CLUTCH SYSTEM
 TYPES OF FRICTION CLUTCHES (see Video-2)
 Types of Automotive Clutches
 1. Friction Clutches
 2. Fluid flywheel
 Friction Clutches: work on the principle that when a
rotating disc comes in contact with stationary disc, the
stationary disc starts rotating because of the friction
between them.
 Fluid Flywheel: works on the principle of transfer of motion
between two members by means of a fluid.
 Types of Friction Clutches
 Cone Clutch
 Single Plate Clutch
Chapt.2 TRANSMISSION- CLUTCH SYSTEM
 Multi Plate Clutch
 Semi-Centrifugal Clutch
 Centrifugal Clutch
 CONE CLUTCH: A typical cone clutch has the following
illustrations:
 1. Driving shaft
 2. Inner Cone Shaped Flywheel
 3. Cone Shaped Clutch Plate
 4. Driven Shaft with Splines
 A typical cone clutch has inner cone shaped flywheel and
a cone shaped clutch plate mounted on the driving shaft
and driven shaft respectively. The conical shaped is lined
with the friction lining. The driven or the gear box shaft is
splined
CLUTCH SYSTEM
 ...which help the clutch plate slide forwards and
backwards.
 When the clutch is engaged, the clutch plate cone move
pulling inside the flywheel cone, so that the conical friction
surfaces is completely in contact. Thus the torque gets
transmitted to the gearbox throughout the clutch plate.
 In disengaging the clutch, the clutch pedal is pressed and
the clutch plate gets pulled out against the force of a spring,
thereby separating the contact surfaces.
 SINGLE CLUTCH PLATE: The flywheel is rigidly fixed in
the engine shaft. Clutch plate is placed between the
flywheel and the pressure plate. The clutch plate has
friction lining on both sides to provide two annular friction
surfaces of power transmission.
CLUTCH SYSTEM
 The clutch plate is mounted on the spline hub and is free
to slide on the gearbox shaft. Coil spring is provided
circumferentially in the pressure plate. This spring is
provided in engaging force to keep the clutch in engaged
position.
 In disengaging the clutch, the clutch pedal is pressed
which pull the pressure plate pulled out against the force
of the spring. Thereby releasing the clutch plate separating
the contact surfaces.
 Nowadays a modified single plate clutch, known as
diaphragm spring type Single Plate Clutch, is used. It
consists of a diaphragm spring attached the plate instead of
a regular coil spring. The diaphragm is a conical in shape,
but when assembled it is constrained in approximately flat
condition.
CLUTCH SYSTEM
 It exert a circumferential force on pressure plate. This force
keeps the clutch engaged position. The diaphragm spring is
hinged to the clutch cover to provide a spring fulcrum while
disengaging.
 In disengaging the clutch, the clutch pedal is pressed
which pushes the throughout bearing. This pushes the
diaphragm spring at the center, thus the pressure plate
pulled out, thereby releasing the clutch plate (friction
surfaces separated).
 MULTI PLATE CLUTCH: It consists of a multiple friction
plates attached to the flywheel housing to provides better
and greater torque transmission. Its working is similar to the
single plate clutch. In an ordinary condition, this clutch
plates remain engaged due to the force applied to the
pressure plate.
CLUTCH SYSTEM
 The dynamics: In disengaging the clutch, the clutch pedal
is pressed which pulls the splined hub pulled out against
the force of a spring (friction surfaces separated).
 SEMI-CENTRIFUGAL CLUTCH: These clutches are used
where high torque transmission is required. In
illustration these are the following:
 Driving Shaft
 Flywheel
 Clutch Plate
 Coil Spring
 Driven Shaft with Splines
 It consists of Three Hinged and Weighted Levers and Three
Clutch Springs alternately arranged at equal spaces on the
circumference. This levers are hinged to the pressure plate
CLUTCH SYSTEM
 ...through a needle bearing. The opposite side of the lever
is weighted. At a Normal Speed, when the power
transmission is LOW, the spring keeps the clutch engaged.
At a higher speed, when the power transmission is HIGH,
the weight of the lever moves outward due to the centrifugal
action. This introduces a torque about the hinged B which
causes the lever to put pressure on the pressure plate, thus
keeping the clutch firmly engaged and provide better
transmission.
 CENTRIFUGAL CLUTCH: It is shown in the illustration.
 1. Driving Shaft and Flywheel
 2. Spring-G
 3. Clutch Plate-D
 4. Spring-E
CLUTCH SYSTEM
 5. Pressure Plate-C
 6. Lever-B
 7. Weight-A
 8. Driven Shaft with Splines
 -Here, Springs are eliminated altogether and only the
Centrifugal Force is used to apply the required pressure
for keeping the clutch in engaged position. Also, NO
CLUTCH PEDAL is REQUIRED, as the clutch
automatically disengaged below in a certain speed. As
the speed increases to Weight-A, Weight Flies Outward,
thereby operating Lever-B which pressure the Pressure
Plate-C. This force gets transmitted to the Clutch Plate-
D with the help of Spring-E. The clutch plate containing
the friction linings get pressed against the flywheel,
CLUTCH SYSTEM
 ...thereby transmitting the torque. Spring-G is used to
keep the Clutch Disengaged at LOW SPEED.

 you are advise to watch video-3 for additonal

understanding of the topic

 it intends for automotive eng’g maintenance

and analysis of the clutch system
2.2 TRANS- SYNCHROMESH GEAR BOX
 OVERVIEW OF THE MANUAL TRANSMISSION

 SYNCHROMESH- device in manual transmission or

gearboxes that are automatically matches the rotating

speeds of transmission gears as they are about to mesh.
 Synchromesh Transmissions
 Gears are constant mesh and collar shifted.
 Collars are equipped with synchronizers.
 Synchronizers eliminate the need to equalize gear
speeds before engagement.
 They are used on all current models of cars.
TRANS- SYNCHROMESH GEAR BOX
 GEARS
 Transmit rotation motion from one
parallel shaft to another.
 The shaft can drive the gear, the gear can drive the
shaft, or the gear can be free to turn on the shaft.
 Gears can increase or decrease torque and speed.
TRANS- SYNCHROMESH GEAR BOX

 GEAR DESIGNS
 Gear pitch refers to the
number of teeth per unit of
pitch diameter
 Divide the
number of teeth
by the pitch
diameter
 Only gears of the same
pitch can operate
together
TRANS- SYNCHROMESH GEAR BOX

 GEAR DESIGNS
 Spur Gears
 Simplest

design, tooth
contact causes
clicking
TRANS- SYNCHROMESH GEAR BOX
 GEAR DESIGNS
 Helical Gears:
 Can be right or left

handed
 Allows for two or

more teeth to mesh

at the same time
TRANS- SYNCHROMESH GEAR BOX
 GEAR DESIGNS
 Idler Gears:
 Placed between the drive and driven gears, see reverse
gear operation
TRANS- SYNCHROMESH GEAR BOX

 GEAR RATIO
 It expresses the mathematical relationship of one gear to
another.
 It expresses the amount of torque multiplication between
gears.
 It tells how many times one gear turns in relation to the
other.
TRANS- SYNCHROMESH GEAR BOX
 GEAR RATIO
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FEATURES- 3Speed M/T
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE
FEATURES
4Speed M/T.
TRANS- SYNCHROMESH GEAR BOX
 SYNCHRONIZERS
 Brings components at different speeds to
one synchronized speed.
 Locks the pinion shaft and speed gear.

 May have spur gear teeth cut into outside

and act as reverse gear.

 All forward gears synchronized in modern

transmissions/transaxles.
TRANS- SYNCHROMESH GEAR BOX
 SYNCHRONIZERS ASSEMBLY
TRANS- SYNCHROMESH GEAR BOX

 BLOCK OR CONE SYNCHRONIZER

 Hub – splined to pinion shaft

 Sleeve – slides onto hub

 Blocking ring – brass or bronze ring

forms the outer half of the gear

shoulder cone
 Inserts or spring-and-ball detent

devices
TRANS- SYNCHROMESH GEAR BOX
 BLOCK OR CONE SYNCHRONIZER
TRANS- SYNCHROMESH GEAR BOX
 BLOCK OR CONE SYNCHRONIZER
TRANS- SYNCHROMESH GEAR BOX
 BLOCK OR CONE SYNCHRONIZER
TRANS- SYNCHROMESH GEAR BOX
 GEARSHIFT LINKAGE
 Internal-Type
 May be located at the top or side of the

transmission.
 Uses a shift rail and detents to select and

maintain gear selection.

 External-Type

 Uses levers and rods that are connected

to the outside of the transmission.

TRANS- SYNCHROMESH GEAR BOX
 LINKAGE THROUGH SHIFT FORKS
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN NUETRAL

The input shaft drives the counter shaft.
 All of the gears on the main shaft rotate.

 The synchronizers are not engaged with any gear.

 No power is transferred to the output shaft.

TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN FIRST SPEED GEAR
 The power enters transmission through the input shaft.
 The synchronizer sleeve is engaged with the dog teeth of the selected gear.
 The power is transferred from the input shaft, through the counter shaft, and
up to the selected gear and the gear drives the output shaft.
Chapt.2 TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN FORWARD GEARS [SECOND
SPEED GEAR]
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN FORWARD GEARS [THIRD
SPEED GEAR]
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN FORWARD GEARS [FOURTH
SPEED GEAR]
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN FORWARD GEARS [FIFTH
SPEED GEAR]
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN REVERSE
GEAR
 The power enters transmission through the
input shaft.
 The reverse gear synchronizer sleeve is

engaged with the reverse gear dog teeth.

 The power is transferred from the input

shaft, through the counter shaft, through

the reverse idler gear, and up to the
reverse gear.
 The reverse gear drives the output shaft in

reverse.
TRANS- SYNCHROMESH GEAR BOX
 TRANSMISSION FLOW IN REVERSE
GEAR
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE POWER FLOW
 Neutral
 The input shaft is being turned by the
engine.
 The synchronizer collars are centered

between their gear positions.

 The drive gears are not locked to the

output shaft.
 No power is applied to the differential.
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE POWER FLOW
 Forward Gear
 The gears on the input shaft are in

constant mesh with those on the output

shaft.
 The synchronizer hub is splined to the

output shaft.
 When a gear is selected, the synchronizer

collar engages the hub.

 The power flows from the gear on the input

shaft through the selected gear on the

output shaft.
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE
POWER
FLOW
 Forward Gear
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE POWER FLOW
 Reverse
 Most transaxles use a sliding reverse gear.

 The shift fork moves the sliding gear in

mesh with a gear on the input shaft and

one on the output shaft.
 The additional gear causes the output shaft

to turn in the direction opposite to the input

gear.
TRANS- SYNCHROMESH GEAR BOX
 TERMILOGIES, PARTS & COMPONENTS
 INPUT SHAFT – from engine
 COUNTER SHAFT = LAYSHAFT, COUNTER GEAR
ASSEMBLY
 OUTPUT SHAFT = MAIN SHAFT
 DOG CLUTCH = SYNCHRONIZER SLEEVE, when
positioned at the center = Neutral.
 DOG CLUTCH SLIDES SIDEWAYS = LOCKING THE
MAINSHAFT, power is transmitted to the output
shaft, drive lines, differential and wheels.
TRANS- SYNCHROMESH GEAR BOX
 TRANSAXLE @ DIFFERENTIAL
DYNAMICS
 Final drive ring gear driven by the output shaft.
 Usually does not need to turn 90 degrees.
 Only provides torque multiplication and divide the
torque to the axle shafts
 Provides additional gear reduction beyond the
transmission/transaxle called the final drive gear