Unit-III Transmission Sysytem

PRIME MOVERS AND TRANSMISSION
UNIT – III
TRANSMISSION SYSYTEM
Clutch - Fluid Coupling - Construction and Function - Decoupling of Power,Speed and
Torque Characteristics of Power Transmission - Gear Box - Different Types of Gear
Boxes - Determination of Gear Box Ratios for Different Vehicle Applications - Torque
Converters -Automatic Transmission - CVT.
Requirements of Transmission System:
 To provide for disconnecting the engine from the driving wheels.
 When the engine is running, to enable the connection to the

driving wheels to be made smoothly and without shock.
 To enable the leverage b/w the engine and driving wheels varied.
 Speed reduction b/w engine and the drive wheels in the ratio of
about 3:1 to 10:1.
 To enable power transmission at varied angles and varied lengths.
 Turn the drive, through 90°.
 To drive the driving wheel at different speeds when required.
 To enable diversion of power flow at right angle.

TYPES OF TRANSMISSION SYSYTEM
MECHANICAL TYPE
CLUTCH
 A clutch is a mechanism which enables the rotary motion of one shaft to
be transmitted to second shaft, whose axis is coincident with that of first.
 The clutch is located b/w the engine and gear box
 When the clutch is engaged, the power flows from the engine to the rear
wheels through the transmission system and the vehicle moves.
 When the clutch is disengaged, the power is not transmitted to the rear
wheels and the vehicle stops while the engine is still running.
 The clutch is disengaged when

i) Starting the engine
ii) Shifting the gears
iii) Stopping the vehicle
 The clutch is engaged only when the vehicle is moving and it is kept in
engaged position.
CLUTCH
Function of clutch:
 To permit engagement or disengagement of a gear when the

vehicle is stationary and the engine is running.
 To transmit the engine power to the road wheels smoothly

without shock to the transmission system while setting the
wheel in motion.
 To permit the engaging of gears when the vehicle is in motion

without damaging the gear wheels.
 To improve the braking efficiency and life of brake

components.
CLUTCH
Requirements of a clutch :
 It should engage gradually to avoid sudden jerks.
 It should be easily operated (i.e. it should consume minimum
physical effort at the time of engagement and disengagement)
 It should be dynamically balanced (particularly required in
case of high speed engine clutches)
 It should be free from slip when engaged.
 It should be as possible so that it will occupy minimum space.
 It should be easily accessible and have simple means of
adjustment.
 It should have suitable mechanism to damp vibrations and to
eliminate noise produced during the power transmission.
 It should be able to dissipate large amount of heat which is
generated during the clutch operation due to friction.
 The wearing surfaces should have long life.
TYPES OF CLUTCH
Basic principle of frictional clutch
Principle of friction clutch explanation
 Let shaft “A” and disc “C” be
revolved at same speed, say N
r.p.m
 Shaft “B” and the disc “D” keyed to
it are stationary, initially when the
clutch is not engaged.
 Now apply some axial force “W’ to
the disc “D’ so that it comes in
contact with disc “C”.
 As soon as the contact is made, the
force of friction b/w “C” and “D”
will come in to play and
consequently the disc “D” will also
start revolving .
Principle of friction clutch explanation
 The speed of “D” depends upon
the friction force present, which is
turn, is proportional to the force
“W” applied.
 If “W” is increased gradually, the

speed of “D” will be increased
correspondingly till the stage
comes when the speed of “D”
becomes equal to the speed of “C”
 Then the clutch is said to be fully

engaged
Basic principle of frictional clutch
Construction of single plate coil spring
Construction of single plate coil spring
Flat-plate friction clutch
Flat-plate friction clutch
Clutch plate or friction plate
Exploded view of single plate coil
spring clutch
Construction of coil spring clutch
 A typical clutch actuated by a
number of coil springs on a pitch
circle nears the periphery as
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 centre of flywheel web,
which is spigot and bolted onto 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 of coil spring single plate clutch
 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.
Working of coil spring single plate clutch
Advantages and Disadvantages of
coil spring single plate clutch
Advantages :
 It is better for heavy-duty uses because more coil springs can be
installed to make a clutch apply with more force.
 Putting a weight at the end of the release lever results in
centrifugal force applying the clutch more tightly at higher
speeds.
Disadvantages :
 More pedal pressure is required from the driver to disengage it.
 It does not apply the clutch as heavily as the disc wears.
 Coil spring clutch covers must be precisely balanced after
assembly.
Single Plate Coil Spring Clutch
Diaphragm Clutch
Diaphragm clutch
Exploded View of Diaphragm Clutch
Pressure Plate and Housing
Working of Diaphragm Spring 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 centre 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.
Working of Diaphragm Spring 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.
Engaged Disengaged
Advantages of Diaphragm Spring Clutch
Advantages :
 It is more compact than other designs.
 It is easier to balance rotationally and is less subjected to unwanted
effects due to centrifugal force at high rotational speeds.
 It gives uniformly distributed pressure on pressure plate.
 Minimum effort is sufficient to disengage the clutch.
 It provides minimum number of moving components and hence
minimum internal friction is experienced.
 In Diaphragm spring the load deflection curve is not linear, therefore in
this case the clutch facing wears the pressure by diaphragm spring
gradually increases.
 The diaphragm spring acts as both, the clamping spring as well as the
release lever. So many parts like struts, eye bolts, levers etc.
 This is very commonly used in cars, light Lorries and mini trucks but is
not much used in heavy vehicles. It is better for heavy-duty uses because
more coil springs can be installed to make a clutch apply with more force.
Load Vs Deflection of
Diaphragm Spring Clutch
Diaphragm Clutch
Diaphragm Clutch
Multi plate clutch
 In a multi plate clutch, the torque is transmitted by friction
between several pairs of co-axial annular driving faces maintained
in contact by an axial thrust.
 In a single-plate clutch both sides of plate are lined with friction
material, so that a single-plate clutch has two pairs of driving faces
in contact.
Multi plate clutch
T = nµWR
T = nµWR
n = no. of frictional faces.
Then, for a multi plate clutch, the maximum torque transmitted is T = 6µWRm
Multi plate clutch
Multi plate clutch
Explanation about the
Multi-plate 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.
Multi-plate Clutch
 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.
 This drum is supported on a spigot extension of the

crankshaft with a bush bearing. Between the web of
inner drum and a sleeve screwed in to the cover plate
of the outer drum is a strong coil spring.
 Thus inner drum is pressed to left, squeezing both

outer and inner plates.
 Thus driving torque is transmitted due to friction

between the plates.
Multi-plate Clutch
 The clutch is disengaged by pulling inner drum right
against spring force.
 The plates of multi-plate clutch were made of steel and

phosphor bronze alternately but now are all of steel or
one set may be lined with a friction material.
 With metal to metal contact lubrication is essential. So

clutch is made oil-tight and partly filled with oil. The oil
tends to make the Plates drag when clutch is disengaged
so a clutch stop (or) brake is fitted to avoid this drag..
Multi plate clutch
Multi plate clutch
Cone Clutch
 Cone clutches are friction clutches. They are simple in construction
and are easy to disengage.
 However, the driving and driven shafts must be perfectly coaxial for
efficient functioning of the clutch.
 A cone clutch serves the same purpose as a disk or plate clutch.
 However, instead of mating two spinning disks, the cone clutch uses
two conical surfaces to transmit torque by friction.
 The cone clutch has two conical members
 Outer cone (Female cone)
 Inner cone (Male cone)
Cone Clutch
1. Cones: female cone (green), male cone (blue)

2. Shaft: male cone is sliding on the splines
3. Friction material: usually on female cone, here on male cone
4. Spring: brings the male cone back after using the clutch control
5. Clutch control: separating both cones by pressing
6. Rotating direction: both direction of the axis are possible
Cone Clutch
Cone Clutch
 The male cone is pressed against the female cone by a coil spring.
 The cone clutch transfers a higher torque than plate or disk clutches of
the same size due to the wedging action and increased surface area.
Cone Clutch
 They were once common in automobiles and other combustion engine
transmissions.
 Cone clutches are generally now only used in low speed applications.
 They are usually now confined to very specialist transmissions in

racing, rallying, or in extreme off-road vehicles, although they are
common in power boats.
 Small cone clutches are used in synchronizer mechanisms in manual

transmissions.
Cone Clutch
Cone Clutch
Advantages and Disadvantages of
Cone Clutch
Advantages :
 The normal force acting on contact surface is greater than the
axial force.
 Higher torque can be transferred than the same size of plate
clutch due to large amount of frictional force involved.
 It creates less noise than plate clutch.
 Less wear and tear as compared to displacement clutch..
Disadvantages :
 High maintenance is required because very little wear can cause
a considerable amount of the axial movement of the inner cone.
 It becomes very difficult to disengage if the cone angle is smaller
than required. For easy disengagement, the cone angle should
be exactly as required.
Cone Clutch
Electromagnetic Clutch
Construction and Working of
 This type of clutch has been
employed on some Renault cars.
 The construction and working of

this clutch may be understood by
means of simplified fig.
 A is the engine flywheel

incorporating the winding B.
 clutch plate C is lined with friction

surfaces and is free to slide on
splines on the clutch shaft.
 D is the pressure plate.

 The winding B is supplied with
current from battery dynamo.
 When the winding B is energized,

it attracts the pressure plate D,
thereby engaging the clutch.
 When supply to winding B is cut

off, the clutch is disengaged.
 There is a clutch release switch in

the gear lever.
 This switch is operated as soon as the
driver holds the gear lever change the
gear, cutting off current to the
winding and thus causing clutch
disengagement.
 Ordinarily the winding is connected

to engine dynamo. At lower engine
speeds, dynamo output is also low
which makes the force in winding
very small.
 Three springs are also provided in the

clutch (not shown) to balance this
reduced electromagnetic force at low
speeds, thus disengaging the clutch.
 During normal operation, the
electromagnetic force of the winding
is regulated by means of an electrical
resistance, which itself is controlled
by means of accelerator pedal.
 As the acceleration pedal is pressed

the resistance is gradually cut, thus
increasing the electromagnetic force.
 The electromagnetic type of clutch is

best suited remote operation is
desired since no linkages are required
to control its engagement.
 A major limitation of this type is that

of heat capacity since the clutch-
operating temperature is limited by
the temperature rating of the
insulation of the magnetic coil.
 Another disadvantage is its higher

initial cost.
Semi Centrifugal Clutch
 It is similar to single plate clutch.
 Semi Centrifugal clutches are friction clutches.
 Centrifugal force assists in torque transmission at higher
engine speeds.
 Springs are designed to transmit the torque at lower engine
speeds.
Construction :
 Fly wheel is fitted to engine crank
shaft.
 Clutch plate is mounted on the

splines of the clutch shaft
 Pressure plate is freely supported

on clutch shaft
 Three hinged and weighted levers

and three clutch springs
alternately arranged at equal
space on the pressure plate(only
one lever and clutch spring shown
in figure)
Working :
 Clutch springs exerts pressure
on pressure plate at low engine
speeds
 At high speeds the centrifugal

force developed by rotation of
weighted levers exerts
pressure on pressure plate
 Pressure plate applies pressure

on clutch plate
Working :
 Clutch plate firmly rotates in between
fly wheel and pressure plate
 Clutch shaft rotates along with clutch

plate
 As Driver presses the clutch pedal,

pressure plate moves back against the
force of the springs
 Clutch plate also moves back on

splines of clutch shaft
 Clutch plate speed reduces slowly and

finally stops
Working :
Advantages of semi centrifugal clutch:
 Less stiff clutch springs are used as they operate only at

low speeds
 Driver will not get strained in operating the clutch.
Application :
 Vauxhall car (foreign car):

Centrifugal Clutch
Centrifugal Clutch :
 Centrifugal Clutch is a type of clutch in which
centrifugal force is used to connect the engine drive
shaft with the shaft of the transmission.
 It is placed in between the engine flywheel and

transmission system. Its main function is to connect
the engine shaft with the transmission shaft.
 It works more efficiently at higher speeds.
 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.
Centrifugal Clutch
Centrifugal Clutch :
 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
Centrifugal Clutch
Construction and Working of centrifugal clutch :
 Figure shows a schematic diagram of a centrifugal clutch.
 As the speed increases, the weight A flying, 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

Centrifugal Clutch
Working of centrifugal clutch:
 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.
Centrifugal Clutch
Centrifugal Clutch
Advantages of Centrifugal Clutch
Advantages :
 It is simple and requires less maintenance.
 It is inexpensive.
 Since it is automatic, so it does not need the necessary

control mechanism i.e. it does not need clutch pedal
 Its engagement speed can be controlled by selecting an

appropriate spring.
 It helps to prevent the engine from stalling (stop running).
 It is easier for the driver since the operation becomes

simpler.
Disadvantages of Centrifugal Clutch
Disadvantages :
 There is a loss of power in it due to slipping and friction.
 It is not capable of transferring a high amount of power

and it shoes slip in heavy load condition.
 It experiences overheating problem.
 Its engagement and power transmission depends upon

the speed of the driving shaft.
Centrifugal Clutch
Clutch Operating Methods
• Clutch is operated generally by :
– Mechanically
– Hydraulically
– Electrically
• In Mechanical and Hydraulically operated
clutch, clutch pedal operates clutch fork using:
– Linkage
– Cable
– Hydraulic cylinders
• Some cars use a cable to operate the clutch
– Develop friction and wear with repeated use
• Linkage can push on clutch arm
– Cable can only pull on it
Mechanically operated Clutch
Linkage operated clutch :
Mechanically operated Clutch
Cable operated clutch :
Hydraulically Operated Clutch
GEAR BOX
GEARBOX - Functions
 Transmits the power from the engine
crank shaft to the rear wheels
 Varies the torque between the engine
and the road wheels
 Reverses the car
 Provides a neutral position
GEARBOX - Types
 MANUAL TRANSMISSION
 Sliding mesh gearbox
 Constant mesh gearbox
 Synchromesh gearbox
 AUTOMATIC TRANSMISSION
3 Speed SLIDING MESH GEARBOX
SLIDING MESH GEARBOX
Construction of sliding mesh gear box :
 It is the simplest and oldest type of gear box.
 The clutch gear is rigidly fixed to the clutch shaft.
 The clutch gear always remains connected to the drive gear of

countershaft.
 The other lay shaft gears are also rigidly fixed with it.
 Two gears are mounted on the main shaft and can be slided by shifter
yoke when shifter is operated.
 One gear is second & top speed gear and the other is the first and
reverse speed gears. All gears used are spur gears.
 A reverse idler gear is mounted on another shaft and always remains

connected to reverse gear of counter shaft.
Working of sliding mesh gear box :
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.
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 shift 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:
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:
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..
Gear Ratio Calculation
Gear Ratio Calculation Answer
CONSTANT MESH GEARBOX
Construction :
It is made up of following components:
1. Counter shaft or Lay Shaft:
 This shaft is in direct contact with the clutch and the main shaft. Keeping
in mind according to the gear ratio, the speed of the counter shaft may
be less that the speed of the engine. The gear ratio can be defined as
the ratio of the teeth of driven gear to the teeth of the driver gear.
2. Main shaft:
 This shaft operates the speed of the vehicle. The power is made
available to the main shaft through the gears from the counter shaft.
This is done in accordance with the gear ratio.
Construction :
It is made up of following components:
3. Dog clutch:
 Dog clutch is special feature of constant mesh gearbox. It is used for the
coupling of any two shafts. This is done by interference. Using a dog clutch,
various gears can be locked to the output and input shafts.
4. Gears:
 The main work of the gears is the transmission of power between the
shafts. If the gear ratio is more than one, the main shaft will work at a
speed that is slower than the counter shaft, and vice versa. The
arrangement of both reverse, as well as forward gears, is present.
Working of 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.

Working of constant mesh gearbox :
 When the left Dog clutch is slide 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 slide 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
Advantages:
 The first and foremost benefit of the constant gear mesh is the
utilization of helical gears. The double helical gears and the helical
gears are extremely beneficial owing to their quieter operating
capabilities
 There are various conditions which might cause harm. In the case of
constant mesh gearbox, any harm is suffered entirely by the dog
clutch teeth. The teeth belonging to the gear wheels remain intact.
This is not the case for sliding mesh gear box.
 The other gear boxes are noisy and create an unwanted din.
Disadvantages:
 It is less efficient than the others due to higher mesh teeth. Skill is
required for it.
 The double clutch mesh is required. This is required to have the

spinning movements of the shaft.
SYNCHROMESH GEAR BOX
During Engagement:
SYNCHROMESH GEARBOX
SYNCHROMESH GEARBOX
SYNCHROMESH GEARBOX
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.
Working of synchromesh Gearbox :
 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.
 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 shaft, Gears B, C, D, E are free on the

main shaft 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 slide 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
slide 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.
HYDRAULIC TYPE
FLUID COUPLING
FLUID COUPLING:
 Fluid coupling is a device which is used to transmit torque
from engine to gear box with fluid as working medium.
 The purpose of fluid coupling is to act as flexible power

transmitting coupling.
FLUID COUPLING
Construction details of fluid coupling:
FLUID COUPLING
Construction and Working:
 The function of the FLUID COUPLING is to act as an
automatic clutch between engine and gearbox.
 It allows the engine to idle when the car is stationary but
takes up the drive smoothly and progressively when the
driver speeds up the engine by depressing the accelerator
pedal.
 There are two main rotating parts; an impeller driven by
the engine and a turbine which drives gearbox.
 Each is bowl shaped and contains a number of partitions
called vanes.
FLUID COUPLING
 The two bowls are placed face to face in a casing filled
with oil, and they are separated by a small clearance so
that no rubbing contact between them.
 The basic form of the fluid drive known as fluid flywheel
or fluid coupling is used in place of friction clutch in cars
with pre-selector gearboxes.
 It generally consists of an impeller and a turbine with oil
continuously circulated between the two when engine is
running.
FLUID COUPLING
 When the engine is idling, the oil is flung from the
impeller by centrifugal force.
 Directed forward by the vanes, it enters turbine which
remains stationary because the force of oil is not yet
sufficient to turn it.
 When the driver depresses the accelerator pedal, impeller
speed increases and turning effect derived from fast
moving oil becomes great enough to overcome the
resistance of the turbine, which begins to rotate so setting
the car in motion..
 .
FLUID COUPLING
 When the engine is idling, the oil is flung from the
impeller by centrifugal force.
 Directed forward by the vanes, it enters turbine which
remains stationary because the force of oil is not yet
sufficient to turn it.
 When the driver depresses the accelerator pedal, impeller
speed increases and turning effect derived from fast
moving oil becomes great enough to overcome the
resistance of the turbine, which begins to rotate so setting
the car in motion.
FLUID COUPLING
 After giving up the energy to turbine, oil reenters the
impeller and is circulated back to the impeller again.
 If the speed of engine continues to increase, the difference
between the rotational speeds of impeller and turbine
gradually diminishes until the slip between then is
reduced to as little as 2%.
 The limitations of FLUID COUPLING is that torque applied
to turbine can never be greater that delivered by impeller.
FLUID COUPLING
Idling:
 The driving part of FLUID

COUPLING is attached to the
engine and faces the driven part
from which it is separated by
small clearances.
 At idling speed, there is
insufficient centrifugal force for
the oil to turn turbine and to
move the car.
FLUID COUPLING
Low to Medium revolutions:
 As the engine speeds up, centrifugal

force pushes oil into turbine and
some turning effort is transmitted.
 But there is still a large degree of slip
in the unit.
 The output shaft is thus rotating
more slowly than input shaft.
FLUID COUPLING
Medium to high revolutions:
 Once the engine reaches a preset

speed, the oil forces is sufficient to
transmit full power.
 This gives in effect a direct drive

with output shaft rotating at about
98% of speed of input shaft.
FLUID COUPLING
Properties of working fluids:
 It should have high density.
 It should have optimum viscosity. If low viscosity fluid is used,
sealing is difficult & leakage takes place. If highly viscous fluid
is used slip will be more.
 It should have low co-efficient expansion.
 It must have good heat transferable properties.
 It must have good lubricating properties.
 It must be readily available & cheaper.
 It must be non- corrosion.
Working Fluids:
 Mineral oils having low viscosity are used as working fluid
 SAE 10, SAE 10w, oils are used in Fluid coupling
FLUID COUPLING
Slip:
 Slip is the ratio of the different of speeds of rotation of the
impeller & runner, to the speed of rotation of impeller and
runner expressed in percentage. Speed of runner always lags
behind that of impeller
 Percentage slip = (N-n/N)*100
Where runner speed n=0, slip = 100%
Torque is not transmitted
When N = n, slip = 0
Torque is fully transmitted
FLUID COUPLING
Drag Torque :
 The torque transmitted when the engine is in idling condition
is known as drag torque.
 Even when %slip is 100% there is a drag on GB shafts, which
renders gear changing with ordinary type of gearbox very
difficult and vehicle will tend to move when it is parked.
To reduce the drag torque, following methods are used :
1. Using anti drag torque baffle.
2. Using fluid reservoir.
3. Using combination of both.
4. Fluid coupling is used on combination with epicyclic gear
box.
5. Fluid coupling with conventional synchromesh gearbox
FLUID COUPLING
Drag Torque : Anti-drag baffle:
1. It is a circular plate secured to either the
impeller or the runner at the inner
circumference of the torus, and projecting
into latter, thus obstructing the path of fluid
flow.
2. At normal operating speeds the liquid is
carried toward the circumference of
coupling by centrifugal force, and it is found
that under these conditions the baffle does
not affect circulation.
3. Under idling and starting conditions,
however, the velocity of the runner is low
and the liquid then is forced by the
centrifugal force of the vertex motion, so
that its flow is greatly affected by the plate.
4. As the speed of the runner increases, the
centrifugal force due to runner rotation
increases, while that due to vertex motion
decreases, and the effect of baffle then
gradually vanishes or reduced.
FLUID COUPLING
Drag Torque : Fluid Reservoir:
1. At high speeds, when the liquid is forced
toward the other circumference of the
coupling by centrifugal force, the fluid
coupling will be completely filled with oil
and the fluid coupling will transmit
maximum possible torque in the reservoir.
2. The chief purpose of the reservoir is to
reduce the drag while the engine is idling,
by partly empty in the torus by returning
the oil to the torus automatically with an
increases in speed.
3. It ensures allow slip and relatively high
efficiency of the coupling at crossing
speeds.
4. Here we can safely ensure 100% filling of
coupling.
5. Hence the maximum torque and efficiency
is increased.
6. But the fluid reservoir increases the overall
axial length of coupling..
FLUID COUPLING
Characteristics of the fluid coupling :
FLUID COUPLING
Advantages of fluid coupling :
 It provides acceleration pedal control to effect automatic
disengagement of drive to gearbox at a predetermined speed.
 Vibrations from engine side are not transmitted to wheels and similarly
shock loads from transmission side will not be transmitted to engine.
 No wear on moving parts and no adjustments to be made.
 No jerk on transmission when gear engages. It damps all shocks and
strains incident with connecting a revolving engine to transmission.
 Vehicle can be stopped in gear and move off by pressing acceleration
only.
 There is no direct firm connection between engines and wheels. So
when engine is overloaded, it will not stop. But it results in slip within
coupling.
 Unlike friction clutch, slip within coupling does not cause damage
within working components.
FLUID COUPLING
Disadvantages of fluid coupling :
 Even when the engine is idling, runner shaft rotates i.e., some
torque is transmitted during the engine is in idling condition.
 Due to this the gear shifting is somewhat difficult and the vehicle
will tend to move when it is parked in gear..
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .
:
 .

Unit-III Transmission Sysytem

Uploaded by

Copyright:

Available Formats

Unit-III Transmission Sysytem

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Unit-III Transmission Sysytem

Uploaded by

Copyright:

Available Formats

PRIME MOVERS AND TRANSMISSION

 When the engine is running, to enable the connection to the

 To enable power transmission at varied angles and varied lengths.

 Turn the drive, through 90°.

 To drive the driving wheel at different speeds when required.

 To enable diversion of power flow at right angle.

 The clutch is located b/w the engine and gear box

 The clutch is disengaged when

 To permit engagement or disengagement of a gear when the

 To transmit the engine power to the road wheels smoothly

 To permit the engaging of gears when the vehicle is in motion

 To improve the braking efficiency and life of brake

 If “W” is increased gradually, the

 Then the clutch is said to be fully

 The driven plate mounted

 It has the clutch facing made of

n = no. of frictional faces.

 This drum is supported on a spigot extension of the

 Thus inner drum is pressed to left, squeezing both

 Thus driving torque is transmitted due to friction

 The plates of multi-plate clutch were made of steel and

 With metal to metal contact lubrication is essential. So

1. Cones: female cone (green), male cone (blue)

 They are usually now confined to very specialist transmissions in

 Small cone clutches are used in synchronizer mechanisms in manual

 The construction and working of

 A is the engine flywheel

 clutch plate C is lined with friction

 D is the pressure plate.

 When the winding B is energized,

 When supply to winding B is cut

 There is a clutch release switch in

 Ordinarily the winding is connected

 Three springs are also provided in the

 As the acceleration pedal is pressed

 The electromagnetic type of clutch is

 A major limitation of this type is that

 Another disadvantage is its higher

 Clutch plate is mounted on the

 Pressure plate is freely supported

 Three hinged and weighted levers

 At high speeds the centrifugal

 Pressure plate applies pressure

 Clutch shaft rotates along with clutch

 As Driver presses the clutch pedal,

 Clutch plate also moves back on

 Clutch plate speed reduces slowly and

 Less stiff clutch springs are used as they operate only at

 Vauxhall car (foreign car):

 It is placed in between the engine flywheel and

 It works more efficiently at higher speeds.

 In this type of clutches the springs are eliminated

 The clutch is operated automatically depending upon

 This means that car can be stopped in gear without

 Similarly while starting, the driver can first select the

 As the speed increases, the weight A flying, thereby operating

 This force is transmitted to the plate D by means of springs E.

 The plate D containing friction lining is thus pressed against

 Spring G serves to keep the clutch disengaged at low speed say