8/11/2016

Automotive (2) Lab

EXP2: Manual transmission and transaxles

Name: Mohammad yahya Bani issa

Dr.Wael Adaileh
The transmission or transaxle is a vital link in the powertrain of any modern vehicle. The purpose of the
transmission or transaxle is to use gears of various sizes to give the engine a mechanical
advantage over the driving wheels. During normal operating conditions, power from the engine is
transferred through the engaged clutch to the input shaft of the transmission or transaxle. Gears in the
transmission or transaxle housing alter the torque and speed of this power input before passing it on to
other components in the drivetrain. Without the mechanical advantage the gearing provides, an engine
can generate only limited torque at low speeds. Without sufficient torque, moving a vehicle from a
standing start would be impossible.

TRANSMISSION VERSUS
TRANSAXLE
Vehicles are propelled in one of three ways: by the rear wheels, by the front wheels, or by the front and
rear wheels. The type of drive system used determines whether a conventional transmission or a
transaxle is used. Vehicles propelled by the rear wheels normally use a transmission. Transmission
gearing is located within an aluminum or iron casting called the transmission
case assembly. The transmission case assembly is attached to the rear of the engine, which is normally
located in the front of the vehicle. A drive shaft links the output shaft of the transmission with the
differential and drive axles located in a separate housing at the rear of the vehicle. The differential splits
the driveline power and redirects it to the two rear drive axles, which then pass it on to the wheels. For
many years, rear-wheel-drive (RWD) systems were the conventional method of propelling a vehicle.

Transmission Designs
All automotive transmissions/transaxles are equipped with a varied number of forward speed gears, a
neutral gear, and one reverse speed. Transmissions can be divided into groupings based on the number
of forward speed gears they have. Five-speed transmissions and transaxles are now the commonly used
units. Some of the early five speed units were actually four-speeds with an add-on
fifth or overdrive gear. Overdrive reduces engine speed at a given vehicle speed, which increases top
speed, improves fuel economy, and lowers engine noise. Most late-model five-speed units incorporate a
fifth gear in their main assemblies. This is also true of six-speed transmissions and transaxles. The fifth
and sixth gears are included in the main assembly and typically provide two overdrive gears. The addition
of the two overdrive gears allows the manufacturers to use lower final drive gears for acceleration. The
fifth and sixth gears reduce the overall gear ratio and allow for slower engine speeds during highway
operation.

Self-Shifting Manual Transmissions

Self-shifting manual transmissions are currently available on some passenger cars and are used in
Formula One race cars. These transmissions work like
GEARS: Gear pitch is a very important factor in gear design and operation. Gear pitch refers to the
number of teeth per given unit of pitch diameter. A simple way of determining gear pitch is to divide the
number of teeth by the pitch diameter of the gear

Spur gears, have teeth parallel to the axis of rotation and are
used to transmit motion from one shaft to another, parallel, shaft.
Of all types,
the spurn gear is the simplest and, for this reason, will be used to
develop the primary kinematic relationships of the tooth form.

Helical gears, have teeth inclined to the axis of rotation. Helical

gears can be used for the same applications as spur gears and, when so used, are not as
noisy, because of the more gradual engagement of the teeth during meshing. The inclined
tooth also develops thrust loads and bending couples, which
are not present with spur
gearing. Sometimes helical gears are used to transmit
motion between nonparallel shafts.
Bevel gears, have teeth formed on conical surfaces and are
used mostly for transmitting motion between intersecting shafts.
The figure actually
illustrates straight-tooth bevel gears. Spiral bevel gears are cut so
the tooth is no longer
straight, but forms a circular arc. Hypoid gears are quite similar to
spiral bevel gears
except that the shafts are offset and nonintersecting.

and worm gears, represent the fourth basic gear type.

As shown, the worm resembles a screw. The direction of rotation of the worm gear, also
called the worm wheel, depends upon the direction of rotation of the worm and upon
whether the worm teeth are cut right-hand or left-hand. Worm-gear sets are also made so
that the teeth of one or both wrap partly around the other. Such sets are called single enveloping
and double-enveloping worm-gear sets. Worm-gear sets are mostly used
when the speed ratios of the two shafts are quite high, say, 3 or more
Idler Gears
An idler gear is a gear that is placed between a drive gear and a driven gear. Its purpose is to transfer
motion from the drive gear to the driven gear without changing the direction of rotation. It can do this
because all three gears have external teeth.

Idler gears are used in reverse gear trains to

change
the directional rotation of the output shaft. In
all forward
gears, the input shaft and the output shaft turn
in the same direction. In reverse, the output
shaft
turns in the opposite direction as the input shaft. This
allows the vehicle drive wheels to turn backward.

TRANSMISSION/TRANSAXLE
DESIGN
The internal components of a transmission or transaxle consist of a parallel set of metal shafts on which
meshing gear sets of different ratios are mounted by moving the shift lever, gear ratios can be selected to
generate different amounts of output torque and speed. The gears are mounted or fixed to the shafts in a
number of ways. They can be internally splined or keyed to a shaft. Gears can also be manufactured as
an integral or clustered part of the shaft. Gears that must be able to freewheel around the shaft during
certain speed ranges are mounted to the shaft using bushings or bearings.
 SYNCHRONIZERS
The synchronizer performs a number of jobs vital to transmission/transaxle operation. Its main job is to
bring components that are rotating at different speeds to one synchronized speed. A synchronizer ensures
that the pinion shaft and the speed gear are rotating at the same speed. The second major job of the
synchronizer is to actually lock these components together. The end result of these two functions is a
clash-free shift. In some transmissions, a synchronizer can have another important job. When spur teeth
are cut into the outer sleeve of the synchronizer, the sleeve can act as a reverse gear and assist in
producing the correct direction of rotation for reverse operation.

Synchronizer Design
the most commonly used synchronizera block or cone synchronizer. The
synchronizer sleeve surrounds the synchronizer assembly and meshes with the external splines of the
clutch hub. The clutch hub is splined to the transmission pinion shaft and is held in position by a snap
ring. A few transmissions use pin-type synchronizers. The synchronizer sleeve has a small internal
groove and a large external groove in which the shift fork rests. Three slots are equally spaced around the
outside of the clutch hub. Inserts fit into these slots and are able to slide freely back and forth. These
inserts, sometimes referred to as shifter plates or keys, are designed with a ridge in their outer surface.
Insert springs hold the ridge in contact with the synchronizer sleeve internal groove. The synchronizer
sleeve is precisely machined to slide onto the clutch hub smoothly. The sleeve and hub sometimes have
alignment marks to ensure proper indexing of their splines when assembling to maintain smooth
operation. Brass, bronze, or powdered iron synchronizing blocking rings are positioned at the front and
rear of each synchronizer assembly. Some synchronizer
assemblies use additional frictional material on the
blocking rings to reduce slippage. Each blocking ring
has three notches equally spaced to correspond with the
three insert keys of the hub. Around the outside of each
blocking ring is a set of beveled clutching teeth, called
dog teeth, which is used for alignment during the shift
sequence. The inside of the blocking ring is shaped like
a cone. This coned surface is lined with many sharp
grooves.

Reference.

Automotive technology 4th edition, jack erjavec

Shigley s- mechanical engineering design 8thedition

total automotive technology 4th edition Anthonnye E.Schwaller .

Shigley s- mechanical engineering design 8thedition