Transmission

Gear Ratios

Input

Output

Gear Ratios

Input

Output

Gear Ratios

Input

Output

Gear Ratios

To produce one full rotation of the driven or

output gear we have to turn the driving or input
gear 1.66 times.

Speed Versus Torque

When a force of 10 pounds is applied perpendicular to the
centerline of a bolt at a distance 1 foot from the centerline,
10 pound-feet of torque is generated at the centerline of
rotation.

Speed Versus Torque

Meshed gears use this same leverage principle to transfer
torque.
If two gears in mesh have the same number of teeth, they
will rotate at the same speed, and the input gear will
transfer an equal amount of torque to the output gear.
When a driven gear is larger than its driving gear, output
speed decreases.
But how is torque affected?

Speed Versus Torque

Figure shows a small gear with 12 teeth driving a large gear
with 24 teeth. This results in a gear ratio of 2:1, with the
output speed being half of the input speed.

Speed Versus Torque

In this example, torque at the input shaft of the driving gear
is 10 pound-feet.
The distance from the centerline of this input shaft to the
gear teeth is 1 foot.
This means the driving gear transfers 10 pounds of force to
the teeth of the larger driven gear.
The distance between the teeth of the driven gear and the
centerline of its output shaft is 2 feet.

Speed Versus Torque

The result is that torque at the output shaft is:

In this instance, torque has doubled. The torque increase

from a driving gear to a driven gear is directly proportional
to the speed decrease. When speed is halved, torque
doubles.

Engine Requirements

The Need For A Transmission

If a vehicle did not have a gearbox, the following
disadvantages would soon become apparent.

Poor acceleration from rest

Poor hill-climbing ability
Vehicle cannot be driven at low speeds
No neutral or reverse

The Need For A Transmission

Today, the type of engine fitted to a light vehicle generally
requires a gearbox that gives five forward speeds and a
reverse (i.e. a set of five different forward gear ratios in
addition to reverse gear).
It should be noted that a high gear is one that has a ratio
with a low numerical value (i.e. a ratio of 1 : 1 is higher
than the ratio of 2 : 1.)
The lower the gear, the greater the reduction between the
engine and the road wheels; this means that, for a given
engine speed, the road wheel speed is lower.

Power required to drive vehicle

Power available to drive vehicle

Curve shows balance between

power available and power required

Under-gear and over-gear

Under-gear and over-gear

Tractive resistance
Tractive resistance, sometimes called total resistance,
includes:

Tractive effort curves

Tractive effort curves

Ideal tractive effort

Conventional stepped transmission

Conventional stepped transmission

The Need For A Transmission

A vehicle requires a lot of torque to start off and to climb
hills, yet it does not require as much torque to move on
level ground.
An engine produces increasing torque as its speed
increases up to a certain point where the torque output
starts to decrease.
Therefore, to get a vehicle moving or to accelerate up a hill,
it is desirable to use a transmission that allows the engine
speed to be increased even though the vehicle speed may
be low.

The Need For A Transmission

Using gears allows the engine speed to increase at low
vehicle speeds yet still permits the engine speed to drop at
higher speeds to save fuel and reduce exhaust emissions.

For example,
First gear: Vehicle speed is low, engine speed is high.
Second gear: Vehicle speed increases, engine speed decreases as
shift is made.
Third gear: Vehicle speed continues to increase, engine speed is
kept in a narrow range.
Fourth gear: Again, the vehicle speed is increasing, yet engine
speed is about the same as in third gear.

Gear Ratios

Gear Ratios
When one gear turns another, the speed that the two gears
turn in relation to each other is the gear ratio.
Gear ratio is expressed as the number of rotations the drive
gear must make in order to rotate the driven gear through
one revolution.

To obtain a gear ratio, simply divide the number of teeth on

the driven gear by the number of teeth on the drive gear.

Gear Ratios
Gear ratios, which are expressed relative to the number
one, fall into three categories:
Direct drive
Gear reduction

Overdrive

Gear Ratios: DIRECT DRIVE

If two meshed gears are the same size and have the same
number of teeth, they will turn at the same speed.
Since the drive gear turns once for each revolution of the
driven gear, the gear ratio is 1:1; this is called a direct drive.
When a transmission is in direct drive, the engine and
transmission turn at the same speed.

Gear Ratios: GEAR REDUCTION

If one gear drives a second gear that has three times the
number of teeth, the smaller drive gear must travel three
complete revolutions in order to drive the larger gear
through one rotation.

Divide the number of teeth on the driven gear by the

number of teeth on the drive gear and you get a 3:1 gear
ratio (pronounced three to one).

This type of gear arrangement, where driven gear speed is

slower than drive gear speed, provides gear reduction.

Gear Ratios: GEAR REDUCTION

Gear reduction may also be called underdrive as drive
speed is less than, or under, driven speed.

Gear Ratios: OVERDRIVE

Overdrive is the opposite of a gear reduction condition and
occurs when a driven gear turns faster than its drive gear.
For the gears shown in fig , the driven gear turns three
times for each turn of the drive gear.

Gear Ratios: OVERDRIVE

The driven gear is said to overdrive the drive gear.

For this example, the gear ratio is 0.33:1.

Overdrive ratios of 0.65:1 and 0.70:1 are typical of those

used in automotive applications.

IDLER GEARS
A gear that operates between the drive and driven gears is
called a floating gear, or idler gear.
Idler gears do not affect the speed relationship between the
drive and driven gears, although they do affect the direction
of rotation.
Reverse gear on a manual transmission often uses an idler
gear to change the direction of rotation.
When a drive and driven gear mesh directly, they rotate in
opposite directions.

IDLER GEARS
When an idler gear is installed between the drive and driven
gears, both drive and driven gears rotate in the same
direction.

Types of gearboxes
Types of
gearboxes

Manual

Automatic

Types of gearboxes

Manual
sliding-mesh
constant-mesh
synchromesh

Manual Gearbox

sliding-mesh
The sliding-mesh gearbox was popular on cars up to about
1930, but today it is rarely used.
Nevertheless, many modern gearboxes
developed from its configuration.

have

been

The basic layout of a four-speed and reverse gearbox is

shown in Figure

sliding-mesh

Manual Gearbox

sliding-mesh
The various spur-type gears are mounted on three shafts:
Primary shaft (alternative names: input, clutch or first motion shaft)
Layshaft (countershaft)

Mainshaft (output or third motion shaft)

sliding-mesh

sliding-mesh : 1st
Primary shaft

Main shaft

Lay shaft

sliding-mesh: 2nd
Primary shaft

Main shaft

Lay shaft

sliding-mesh: 3rd
Primary shaft

Main shaft

Lay shaft

sliding-mesh: 4th
Primary shaft

Main shaft

Lay shaft

sliding-mesh: Reverse

Gear Ratio

Gear Ratio

Gear Ratio

Gear Ratio

Manual Gearbox

Disadvantages : sliding-mesh
Although the mechanical efficiency of the sliding mesh
gearbox was high, it suffered from two great disadvantages:
Gear noise due to the type of gear
The difficulty of obtaining a smooth, quiet and quick change of gear without the
application of great skill and judgement

Synchromesh
4

12 synchronizer sleeve

Synchromesh
34 synchronizer sleeve

12 synchronizer sleeve

5 synchronizer sleeve

Synchromesh
4

1st Gear

1
5

Synchromesh
4

2nd Gear

1
5

Synchromesh
4

3rd Gear

Synchromesh
4

4th Gear

Synchromesh
4

5th Gear

Synchromesh
4

Revarse Gear

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation

The shifter fork fits into the groove of the synchronizer

sleeve. When a shift is made, the sleeve is moved toward
the speed gear.

The sleeve presses the stop ring (synchronizer ring) against

the cone area of the speed gear.
The friction between the stop ring and the speed gear
causes the speed of the two to become equal, permitting
the sleeve to engage the gear clutch teeth of the speed
gear.
When this engagement occurs, the shift is complete.

Synchronizer Parts And Operation

Clutch
Teeth of
Speed Gear

Synchronizer
Ring

Synchronizer
Sliding Sleeve

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation

Synchronizer Parts And Operation