Unit3 Me6602automobileengineering Transmissionsystems 171226034140

UNIT - 3
TRANSMISSION
SYSTEMS
Prepared By:K.Rajesh, AP/Mech,RMKCET

TOPICS TO BE DISCUSSED
 Clutch-types and construction
 Gear boxes
 Gear shift mechanisms
 Over drive
 Transfer box
 Fluid flywheel –torque converter
 Propeller shaft
 Slip joints
 universal joints
 Differential
 Rear axle
 Hotchkiss Drive and Torque Tube Drive
TRANSMISSION SYSTEM
INTRODUCTION
 Transmission system is the system by means of
which power developed by the engine is transmitted
to the road wheels to propel the vehicle.
 In automobiles the power is developed by the
engine which is in turn used to turn the wheels.

REQUIREMENT 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 between the engine and
driving wheels to be varied.
 It must reduce the drive-line speed from that of the
engine to that of thedriving
 Turn the drive, if necessary, through 90° or perhaps
otherwise realignit.
 Enable the driving wheels to rotate at different speeds.
 Provide for relative
Prepared By:K.Rajesh, movement between the engine
AP/Mech,RMKCET
COMPONENTS AND ITS FUNCTION

The functions of the components are as
follows
 Clutch is used for disconnecting the engine from the

driving wheels and it must also enable the driver to
connect the engine.
 Gearbox is to enable the driver to change the
leverage between the engine and driving wheels to
suit the prevailing conditions gradient, load, speed
required, etc.
 Propeller shaft transmits the drive on to the back
axle
 Universal joints at its ends allow both the engine-
and-Gearbox assembly and the back axle to move
relative to one another, as their spring elements
 Sliding joint accommodates variations in length of
the propeller shaft as its rear end rises and falls
vertically with the back axle.
 Differential gearing, which shares the driving
torque equally between the two road wheels
 Transfer box is to transfer the power and torque
from the main gearbox to both the front and rear
axles.

CLUTCH
 A clutch is a releasable coupling connecting the
adjacent ends of two coaxial shafts. It is said to be
engaged or, in, when the shafts are coupled, and
disengaged, or out, when they are released.
 Mechanical clutches fall into two main categories:
1. Positive engagement
2. Progressive engagement.

 Positive engagement, so that no torque can be
transmitted from the driving to the driven shaft, or
positively engaged, in which case the shafts rotate
together, connected by some mechanical devices
such as splines, keys or dogs.
 Progressive type is gradually engaged, so that the

speed of the driving shaft falls while, simultaneously,
that of the driven shaft rises from its initial stationary
state until both are rotating at equal speeds.

FUNCTIONS OF CLUTCH
• To permit engagement or disengagement with gear
box
• To transmit the engine power to the rear wheals
smoothly without shock.
• It should dissipate the heat produced due to friction
contact
• It should be dynamically balanced to the vibration in
the transmission system.

• To permit the engaging of the gears when the vehicle
TYPES OF CLUTCH
 Single plate
 Multiplate
 Cone clutch
 Centrifugal clutch
 Semi centrifugal clutch
 Hydraulic clutch
 Vaccum clutch
 Electromagnetic clutch

PARTS OF THE CLUTCH
1. Fly wheel
2. Clutch plate or disc plate
3. Pressure plate
4. Clutch cover assembly
5. Release mechanism
6. Withdrawal force & rearing
7. Primary or clutch shaft

CLUTCH OVERVIEW

SINGLE PLATE CLUTCH:
• It is most commonly used in motor vehicle such as
cars,trucks & tractors.

Flat-plate friction clutches
Friction
springs
plate
W W (axial thrust)
Driving T
shaft
T Driven
shaft
Friction
Pressure lining
plates
Single-plate Friction Clutch (Disengaged position)
Flat-plate friction clutches
Friction plate springs
W W (axial
Driving thrust)
T
shaft
T Driven
shaft
Pressure Friction
plates lining
Single-plate Friction Clutch (Engaged position)
ADVANTAGES
• It makes easy to change gears than cone type.
• It is reliable than cone clutch.
DISADVANTAGES
• It requires more force to release.
• Space required to accommodate the clutch is
more as compare to multi plate clutch.

MULTI-PLATE CLUTCH
• Multi-plate clutch are used in heavy vehicles with
racing cars and motorcycle for transmitting high
torque.
• As compare to single plate clutch these are
smoother and easier to operate due to their
assembly of friction surfaces contact.

ADVANTAGES
• Increased torque transmission capacity.
• Highly reliable.
• Suitable for heavy vehicles.

DIAPHRAGM CLUTCH
 The construction of this type of clutch is similar to that
of single plate clutch except that here diaphragm
spring called belleville springs are used instead of the
ordinary coil springs.
 This type of clutch is quite advantage because it
requires no release levers and the spring itself act as
series of levers.

Diaphragm clutch
ADVANTAGES
 This requires lower operating effort due to
reduced friction in the clutch mechanism.
 There is a constant and uniform load on the
driven plate thorughout the life of the clutch.
 Due to its compact size, clutch housing
required is quite short.

CONE CLUTCH
 The contact surface of this type of clutch are in the
form of cones, it is called as cone clutch.
 It consists of two cones having leather facings.
 The cones are known as male and female cones.

ADVANTAGES
 Normal force acting on the contact surface is larger
than the axial force reduces the effort required to
operate the clutch.
DISADVANTAGES
A small amount of wear on cone surface results in
considerable axial movement of the male cone for
which it will be difficult to allow

CENTRIFUGAL CLUTCH
 This clutch is controlled by the engine speed
through an accelerator.
 When the engine speed falls down, the clutch will
automatically disengaged the speed will raise
above the predetermined value and the clutch is
engaged.

Centrifugal clutch

SEMI-CENTRIFUGAL CLUTCH
 Theseclutches are similar to the centrifugal clutches
with only difference that here relatively light clutch
pressure springs exerting low pressure at idling
speed are used.
 Inthis clutch, the pressure between the plates is

increased as the speed of rotation of the clutch
increases in proportion to the pressure requirements.

Semi-centrifugal clutch
HYDRAULIC CLUTCH
 When the clutch is located at distance from the

driver its difficult run cables or rods.
 In heavy vehicles in order to transfer large power

high spring pressure clutches are required.
 High spring pressure requires more human effort

and hence use of hydralics will reduce effort
required.

Hydraulic clutch
ELECTRO-MAGNETIC CLUTCH
 An electro-magnetic clutch consists of a engine
flywheel provided with electric winding.
A driven plate lined with friction materials is

provided.
 It is free to move on splines of the gearbox shaft.
A pressure plate is applied for engaging or

disengaging the clutch.

Electro-magnetic clutch
VACUUM CLUTCH
 The vacuum clutch is operated in the same way as
the hydraulic clutch.
 The only difference is that it is operated by vacuum

pressure whereas the hydraulic clutch is operated by
oil pressure.
 In vacuum clutches the partial vacuum existing in the

engine manifold is used for operating it.

Vacuum clutch
GEAR BOX
 The transmission is part of the power train. It
consists of a metal case filled with gears.
 It is usually located in the rear of the engine between
the clutch housing and the propeller shaft.
 It transfers engine power from the clutch shaft to the
propeller shaft. It allows the driver or operator to
control the power and speed of the vehicle
A gearbox is necessary, therefore, so that the driver
can regulate torque by selecting the appropriate
speed range or, in other words, the vehicle speed at
which maximum torque is obtainable
gearbox

PURPOSE OF THE
TRANSMISSION
 Provide a means to vary torque ratio between the
engine and the road wheels as required.
 According to the requirement the speed can be
varied.
 Provides a neutral position.
A means to back the car by reversing the
direction of rotation of the drive is also provided
by the transmission.

TYPES OF GEARBOX
1. Manual transmission
a) Sliding mesh gearbox
b) Constant mesh gearbox
c) Synchromesh gearbox
2. Epicyclic gearbox
3. Automatic gearbox
a) Hydromatic gearbox
b) Torque converter gearbox

GEAR BOXE- MANUAL
1. Constant mesh
gears.
2. Primary shaft
(Clutch shaft)
3. Spigot bearing.
4. Main shaft.
5. Lay shaft
(counter shaft)

SLIDING MESH GEARBOX
PRIMARY SHAFT
 This
shaft transmits the drive from the clutch to the
gearbox .
 At the end, the shaft is supported by a spigot
bearing positioned close to the splines on to which
the clutch driven plate is connected.
 The main load on this shaft is taken by a bearing;
normally a sealed radial ball type, positioned close
to an input gear called a constant mesh pinion
 Thegear is so named because it is always in
mesh with a larger gear
 Small driving gear is called a pinion and a large
gear a wheel.
LAYSHAFT
 This shaft, which is normally fixed to the gearbox
casing, supports the various-sized driving pinions
of the lay shaft gear cluster
MAIN SHAFT
 Thissplined output shaft carries spur gearwheels
that slide along the shaft to engage with the
appropriate lay shaft gears.
 Atthe ‘front’ end, the main shaft is supported by a
spigot bearing situated in the centre of the constant
mesh pinion.

Sliding mesh gearbox
CONSTANT MESH GEARBOX
 There are many different forms of constant-mesh
gearbox, in some of which the various gears slide
axially along their shafts, while in others they have
no axial freedom.
 The
characteristic feature of this type of gearbox is,
however, that all the pairs of wheels are always in
mesh
 To eliminate the noise developed in the old spu
r-tooth type of gears used in the sliding gear
transmission, the constant-mesh transmission that
contains helical gears.
 The main shaft meshing gears are arranged so that
they cannot move endwise. They are supported by
roller bearings that allow them to rotate
independently of the main shaft
CONSTANT MESH GEARBOX

Layout Of Constantmesh Gearbox
Constant mesh gearbox
NEUTRAL FIRST GEAR
SECOND GEAR THIRD GEAR

Constantmesh Gear Box Gear Position
FORTH GEAR
REVERSE GEAR

Constantmesh Gear Box Gear Position
SYNCHROMESH GEARBOX
 The synchromesh transmission is a type of
constant-mesh transmission.
 Itsynchronizes the speeds of mating parts before
they engage to allow the selection of gears without
their clashing.
 Itemploys a combination metal to metal friction
cone clutch and a dog or gear positive clutch.
 These clutches allow the main drive gear and
second-speed
main shaft gear to engage with the transmission
main shaft.
 The friction cone clutch engages first, bringing
the driving and driven members to the same
speed, after which the dog clutch engages e
 This process is accomplished in one continuous
operation when the driver declutches and moves the
control lever in the usual manner.
Synchromesh
gearbox
Synchromesh
gearbox
Synchromesh gearbox synchronizer
ADVANTAGES
 Gear changing is very much simplified.
 Reduction in gear wear occurs.
 It allows the usage of helical gears that runs
quickly.
DISADVANTAGES
 The design is very much complex.

 Initial cost is high
 Quick change of gears occurs due to noise of
crashing.

AUTOMATIC GEARBOX
EPICYCLIC GEARBOX
 Most modern automatic gearboxes have a set of
gears called a planetary or epicyclic gear train.
 In ordinary gearing, the axes of the various gears
are fixed. These gears are simply rotated about
their axes.
A planetary gear set consists of a central gear
called the sun gear, an outer ring with internal gear
teeth (also known as the annulus, or ring gear),
and two or three gears known as planet gears that
rotate between the sun and ring gears.
 The drive train is coupled to a mechanism known
as a torque converter, which acts as a fluid drive
between the engine and transmission.
 If the sun gear is locked and the planets driven by
EPICYCLIC GEARBOX…..
 Ifthe ring gear is locked and the sun gear is driven,
the planet gears transmit drive through the planet
carrier and speed is reduced.
 With power input going to the sun gear and with the
planet carrier locked, the ring gear is driven, but
transmits drive in reverse.
 To achieve direct drive without change of speed or
direction of rotation, the sun is locked to the ring
gear and the whole unit turns as one.
 The same effect can also be achieved by locking the
planet gears to the planet carrier.
 Most automatic gearboxes have three forward
speeds, and use two sets of epicyclic gears.
EPICYCLIC GEARBOX…..
 The locking sequences of the epicyclic gear train
are achieved by hydraulic pressure
operating brake bands or multi-plate clutches.
 The bands are tightened round the ring gear to
prevent it turning, and the clutches are used to lock
the sun gear and planets.
 The correct sequence of pressure build-up and
release is controlled by a complex arrangement of
hydraulic valves in conjunction with sensors that
respond to engine load, road speed and throttle
opening.
 A mechanism linked to the throttle - known as a kick
down - is used to effect a change-down for rapid
acceleration. When you press down the accelerator
suddenly to its full extent, a lower gear is selected
almost instantly.
Most By:K.Rajesh,
 Prepared automatic gearboxes have an override system
AP/Mech,RMKCET
so that the driver can hold a low gear as required.
ADVANTAGES
 The planetary gears are in constant mesh. Hence dos
clutches or sliding gears are not used.
 Itis distributed over several gears wheels instead of
having the load on only one pair of gears.
A greater area of gear tooth contact can be obtained
due to distribution of loads.

TRANSFER BOX
A transfer box is interposed between the gearbox
and back axle unit. The function of transfer box is to
transfer the drive from the main gearbox to both the
front and rear axles.

FLUID FLYWHEEL
A fluid coupling or hydraulic coupling is a
hydrodynamic device used to transmit rotating
mechanical power. It has been used in automobile
transmission as an alternative to a
mechanical clutch.
 Itcouples the driving member with driven member
through a media of fluid.
Two turbines (fan like components):
 One connected to the input shaft; known as
the pump or impellor, primary wheel input turbine
 The other connected to the output shaft, known as
the turbine, output turbine, secondary
wheel or runner
Fluid flywheel

ADVANTAGES
 Itgives a smoother power takes up than the
centrifugal type, when the engine is accelerated.
 There is no wear on moving parts.
 No need of adjustments is required.
 It is simple in design.
 No skill is required for operation.

DISADVANTAGES
 There is a drag on the gear box-shaft even the slip

is 100%.
 Ithas the gear changing difficult with the ordinary
crash type gearbox.

TORQUE CONVERTER
A torque converter is a device which performs a
function similar to that of a gearbox.
 But whereas a gearbox provides only a small
number of fixed ratios the torque converter provides
a continuous variation of ratio from the lowest to the
highest.
 Torque converters all consist of the driving element
(impeller) which is connected to the engine, the
driven element (rotor) which is connected to the
propeller shaft, and the fixed Element (reaction
member) which is fixed to the frame.

TORQUE CONVERTER

GEAR SHIFT MECHANISM

PROPELLER SHAFT
 Propeller shaft transmits the drive from the engine
to the drive axles.
 Propeller shaft consists of three main parts
1. Shaft
2. Universal joints
3. Slip joints

Propeller shaft
figure
1. SHAFT
 Shaftis the member which transmits the power. It
needs to withstand torsional loads mainly.
Normally the shafts are of tubular cross sections.
They needs to be well balanced to avoid whirling
at high speeds.
 Materials
used for shafts are steel aluminum or
composites materials.
 The mass of the shaft has to be made small to
avoid high rotational moment of inertia which
decreases acceleration capabilities of the system.

TYPES OF PROPELLER SHAFTS
Solid or open type Hollow or enclosed type

1. Used in heavy commercial vehicles 1. The propeller shaft is of solid cross
section.
different types of cars and light vehicles.
2. It is fitted to gearbox casing by a ball
2. It has tubular cross section.
joint or large spherical bearing to resist
3. Two universal joints are connected at thetorque reaction.
ends. 3. It prevents twisting of axle on its
springs during
4. Propeller shaft is long comparatively so it is
power transmission.
made up of two portions.
4. The diameter of this propeller shaft is
5. It is connected to the chassis with the help
small
of bearing.
compared to open type.
2. UNIVERSAL JOINTS
 Universal joints are used to transmit power
between inclined shafts.
 Different kinds of universal joints are
 Hooks joint
 Hooks joint with needle roller bearings
 Perfect circle U joints
 Flexible Ring universal joints

 They are mainly used for making flexible connection
between two rigid shaft at an angle.
 Itis used to connect propeller shaft and gear box
during the transmission of rotary motion.
 Transmission of power under this varying condition is
impossible without using of a flexible device or
universal joint.
 Itconsist of two yokes, connected to each end of the
shaft.
 Itdoes not permit the motion uniformly, if the shafts
are operated at an angle.

CLASSIFICATION OF UNIVERSAL JOINTS
Variable velocity Constant

joints velocity joints

VARIABLE VELOCITY JOINTS
 In this joints the driven and driving shafts do not turn
at same speed through each part of revolution is at
same speed.
 They are further classified into three types:
1. Cross or spider type.
2. Ring type
3. Ball and trunion type.

Cross or spider type
Ring type Ball and trunion type

CONSTANT VELOCITY JOINTS
 In this type, the driven shaft and the driving shaft
turns at the same speed through each part of the
revolution and at the any degree of flex.
 This is further classified into three types:
1. Rzeppa .
2. Bendix Weiss.
3. Tracta.

Rzeppa
Bendix Weiss

3. SLIP JOINT
 Slip joint is provided to accommodate for the
variations of the length of the propeller shaft. This
is necessary due to the relative movements of
the axle and the vehicle body due to the
suspension action.
 The slip joint is formed by internal splines on the
sleeve and external splines on the propeller shaft.

Slip joint figure
IMPROVEMENTS in transmission
system
 Viscous coupling – which responds to the
difference in the speed. The torque transmitted
depends on the slip between the shafts.
 It consist of silicon based oil which thickens on
shearing action. It consist of cylindrical chamber
of fluid with a stack of perforated rotating discs.
The discs are connected alternatively to the
inside and outside shaft and chamber. The
viscosity of the fluid causes the movement of the
discs.

Viscous coupling figure
DIFFERENTIAL
 When a vehicle is negotiating a corner, the
outside wheel has to travel a greater distance
than the inside wheel. Therefore the outside wheel
must turn faster than the inside wheel.
 The differential is the device within an axle
assembly that differentiates the wheel speed
between the two wheels.
 The differential also transmits the power from the
ring gear to the axle shafts and determine how
much power is delivered to each axle.

PARTS OF DIFFERENTIAL
 Pinion Drive Gear: transfers power from the
driveshaft to the ring gear.
 RingGear: transfers power to the Differential case
assembly.
 Side/spider gears: help both wheels to turn
independently when turning.
 Differential
case assembly: holds the Ring gear
and other components that drive the rear axle.
 Rear drive axles: steel shafts that transfer torque
from the differential assembly to the drive wheels
 Rear axle bearings: ball or roller bearings that fit
between the axles and the inside of the axle
housing
 Axle housing: metal body that encloses and
CONVENTIONAL DIFFERENTIAL
ADVANTAGES:
 Simple design
 Robust and reliable
 Few moving parts
 Inexpensive to produce
DISADVANTAGES:
 Supplies equal torque to both wheels
APPLICATIONS:
 Most production car applications, both cars
and
Prepared trucks
By:K.Rajesh, AP/Mech,RMKCET
FUNCTIONS
 Transfers power from driveshaft to the wheels.
 Provides final gear reduction.
 Splits amount of torque going to each wheel.
 Allow the wheels to rotate at different speeds in turns.

TYPES OF DIFFERENTIAL
1. Open or Conventional differential
2. Limited slip differential (LSD)
3. Locking differential
4. Automatic Torque biasing

LIMITED SLIP DIFFERENTIAL
A limited slip differential (LSD) or anti-spin is
another type of traction aiding device that uses a
mechanical system.
 This is activated under centrifugal force to
positively lock the left and right spider gears
together when one wheel spins a certain amount
faster than the other.
 Thistype behaves as an open differential unless
one wheel begins to spin and exceeds that
threshold.
 While positraction units can be of varying strength,
some of them with high enough friction to cause an
inside tire to spin or outside tire to drag in turns like
a spooled differential.
 The LSD will remain open unless enough torque is

A LSD can use clutches like a posi when engaged,
or may also be a solid mechanical connection like a
locker or spool. It is called limited slip because it
does just that; it limits the amount that one wheel
can "slip" (spin).

ADVANTAGES:
 Manages vehicle traction mechanically
 Completely passive system, no user or electrical
controller input required
DISADVANTAGES:
 Many moving components, more susceptible to
failure
 Expensive to produce
APPLICATIONS:
 Optional OEM equipment, performance oriented
or high end production vehicles
 Road racing
LOCKING DIFFERENTIAL
A locking differential, such as ones using
differential gears in normal use but using air or
electrically controlled mechanical system.
 It is the one which when locked allow no difference
in speed between the two wheels on the axle.
 They employ a mechanism for allowing the axles
to be locked relative to each other, causing both
wheels to turn at the same speed regardless of
which has more traction.
 This is equivalent to effectively bypassing the
differential gears entirely.
 Other locking systems may not even use
differential gears but instead drive one wheel or
both By:K.Rajesh,
Prepared depending on torque value and direction.
AP/Mech,RMKCET
 Automatic mechanical lockers do allow for some
differentiation under certain load conditions, while a
selectable locker typically couples both axles with a
solid mechanical connection like a spool when
engaged.

ADVANTAGES:
 No moving parts, extremely durable and strong
 Maintains constant speed between both wheels
 Produces a yaw stabilization force acting through
the rear axle, i.e. resists vehicle rotation
DISADVANTAGES:
 Maintains constant speed between both wheels
APPLICATIONS:
 Purely off-road vehicles, Drag racing, Oval Racing

TORSEN DIFFERENTIAL
A high-friction 'Automatic Torque Biasing' (ATB)
differential, such as the Torsen differential, where
the friction is between the gear teeth rather than at
added clutches.
 This applies more torque to the driven road wheel
with highest resistance (grip or traction) than is
available at the other driven road wheel when the
limit of friction is reached at that other wheel.
 When tested with the wheels off the ground, if one
wheel is rotated with the differential case held, the
other wheel will still rotate in the opposite direction
as for an open differential.
 But there will be some frictional losses and the
torque will be distributed at other than 50/50.
Although marketed as being "torque-sensing", it
functions the same as a limited-slip differential
 Shortened from “Torque Sensing” Differential.
 Relies on gear pressure angles to cause a mechanical
binding in a gear train that resists different wheel
speeds.
 Non adjustable, and difficult to quantify the performance
without expensive equipment.
 Has a large performance window, which enables it to be
used in a wide range of applications
 Stillrelies on torque input from the wheels to respond
and can only apply a ratio of the torque to the non-
slipping wheel

ACTIVE DIFFERENTIAL
A relatively new technology is the electronically-
controlled 'active differential'.
 An electronic control unit (ECU) uses inputs from
multiple sensors, including yaw rate, steering input
angle, and lateral acceleration and adjusts the
distribution of torque to compensate for
undesirable handling behaviors like understeer.
 Active differentials used to play a large role in the
World Rally Championship, but in the 2006 season
the FIA has limited the use of active differentials
only to those drivers who have not competed in the
World Rally Championship in the last five years.

 Fullyintegrated active differentials are used on the
Ferrari F430, Mitsubishi Lancer Evolution, and on the
rear wheels in the Acura RL. A version manufactured
by ZF is also being offered on the B8 chassis Audi S4
and Audi A4.
 The Volkswagen Golf GTI Mk7 in Performance trim
also has an electronically controlled front-axle
transverse differential lock, also known as VAQ.
 The second constraint of the differential is passive it is
actuated by the friction kinematics chain through the
ground. The difference in torque on the road wheels
and tires (caused by turns or bumpy ground) drives
the second degree of freedom, (overcoming the
torque of inner friction) to equalize the driving torque
on the tires.

 The sensitivity of the differential depends on the inner
friction through the second degree of freedom. All of
the differentials (so called “active” and “passive”) use
clutches and brakes for restricting the second degree
of freedom, so all suffer from the same disadvantage
decreased sensitivity to a dynamically changing
environment.
 The sensitivity of the ECU controlled differential is
also limited by the time delay caused by sensors and
the response time of the actuators.

REAR AXLE
 RearAxles are structural members on which Rear
wheels are mounted on bearings.
 The weight of the body of the automobile and
load due to the occupants is transmitted through
springs to the axle casing.
FORCES AND TORQUES ON THE REAR AXLE
 Weight of the Body
 Driving thrust
 Torque Reaction
 Side thrust

1. WEIGHT OF THE BODY
 Rear axle behaves like a beam supported at the ends and
loaded at two points.
 The load coming on the axle is due to the weight of the
body being transmitted through the suspension springs.
 Weight causes shear force and bending on the wheels.
2. DRIVING THRUST
 Torque produced by the engine causes the thrust on the
wheels. This force is responsible for the forward motion of
the vehicle.
 The drive force from the wheels is transmitted to the body
or chassis by means of Radius rods or thrust members.
These members are in longitudinal direction connecting
axle casing and the body.
3. TORQUE REACTION
 Torque reaction occurs due to the resistance offered by
the wheels to the motion. This causes a torque produced
on the axle in the counter clockwise direction when
viewed from the left side of the vehicle rear wheel axle.
 The torque produced by the braking torque is just the
opposite to the torque reaction.
 The torque reaction is opposed by Panhard rod which
connects the Rear axle to the vehicle body or chassis and
prevents excessive bending load coming onto the
propeller shaft.
4. SIDE THRUST
 Side thrust comes mainly when the vehicle is taking a turn
or when the vehicle is moving along an laterally inclined
surface.
 The side
Prepared thrust
By:K.Rajesh, coming on
AP/Mech,RMKCET to the axle can be taken by
Panhard rod.
LOADS COMING ONTO LIVE REAR AXLE SHAFT
 Shearing force due to vehicle weight
 Bending moment due to the offset of the wheel and
the suspension.
 End thrust due to the side forces due to cornering,
side wind etc.
 Bending moment due to end thrust and reaction from
the tires.
 Driving torque.

TYPES OF REAR AXLE
 Drive Axle
 Semi floating axle
 Full floating axle
 Three quarter floating axle
 Dead axle or Lazy axle

SEMI-FLOATING AXLE
 The wheel hub is connected directly to the rear axle.
 All the loads are taken by the rear axle (Shearing,
Bending, End thrust, Driving torque and brake torque).
ADVANTAGES
 The semi floating axle is the simplest and cheapest and
they are widely used in cars.
DISADVANTAGES
 The axle has to be designed for carrying higher loads i.e.
they are of higher diameter for the same torque
transmitted by other types of axle supporting.

Semi floating axle
FULL FLOATING AXLE
 The wheels hubs are mounted directly onto the axle
casing and are supported by two taper roller bearings.
 The load on the axle is very less. It need to take only
the drive torque.
ADVANTAGES
 These are very robust type and are used for heavy
vehicles.
 Axle shaft carry only the drive torque so their failure
does not affect the vehicle wheels.
 Vehicle can be towed with the broken axle shaft.
 Axle shaft can be replaced by without jacking.
DISADVANTAGE
 Costliest
Prepared type
By:K.Rajesh, of axle supporting.
AP/Mech,RMKCET
Full floating axle Prepared By:K.Rajesh, AP/Mech,RMKCET
THREE QUARTER FLOATING AXLE
 The bearing is mounted between the axle and the axle
casing.
 The axle shaft has to take drive torque and the end
loads.
 The axle casing will take Bending an shearing forces.
ADVANTAGES
 At one time this axle type was commonly used for cars
and light commercial vehicles.
DISADVANTAGES
 These axles are no longer preferred. instead semi
floating axles are used.

Three quarter floating axle figure
REAR AXLE DRIVES
1. Hotchkiss Drive
2. Torque tube drive

HOTCHKISS DRIVE
 Simplest and most widely used rear axle drive.
 The suspension springs take torque reaction driving
thrust and side thrust
 Propeller shaft with two universal joints and a sliding
joint. The spring is fixed rigidly in the middle onto the
frame. The drive torque is transmitted through the front
half of the springs.
 The front end of the leaf suspension is rigidly fixed onto
the frame while the rear is connected via a shackle.
 Two universal joints are used to avoid the bending of the
propeller shaft due to the torque reaction.
 Sliding joint is provided to accommodate for the variation
of the length in the transmission shaft.
Hotchkiss drive figure
TORQUE TUBE DRIVE
 Torque reaction, Braking torque and drive thrust are
taken by Torque tube.
 The suspension springs are taking only the side thrust
and body weight.
 One end of the torque tube is attached to the axle
casing while the other end is spherical and fits into the
cup on the frame. The torque tube encloses the
propeller shaft.
 Torque tube takes the torque reaction and centre line of
the bevel pinion shaft always passes through the centre
of the spherical cup.
 Single universal joint is used in the transmission drive
because the universal joint is situated exactly at the
centre
Prepared of theAP/Mech,RMKCET
By:K.Rajesh, spherical cup.
TORQUETUBE DRIVE
Torque tube drive figure
REAR AXLE CASINGS
1. Split type.
2. Banjo or Separate carrier type.
3. Salisbury or Integral Carrier type.

1. SPLIT TYPE
 The axle casing is made in two halves and then
bolted together for assembly. But the main
disadvantage is whole rear axle has to be removed
as a unit and reassembled in case of a fault. This
kind is no longer used now.

2. BANJO OR SEPARATE CARRIER
 Axle is made as a single piece The complete
differential unit is separate unit and is bolted to
the axle casing and the two shafts are put from
two sides.
 In case of repair the shafts can be taken from
two sides and differential can be removed
easily.

3. SALISBURY OR INTERGRAL CARRIER
TYPE
 This is similar to the banjo type except that the
permanent housing tubes are pressed and
welded onto the sides.
 This is the most commonly used kind of rear
wheel driven cars.

Final drive
• Final drive is used to provide a permamanent
speed reduction and to turn the drive through 90
degree.
• The reduction ratio provided by the final drive is
4:1 for cars and 10:1 for heavy vehicles.
• The reduction ration upto 7:1 can be done in
single stage and above that is done in two
stages. This is done to reduce the size of the
gear and to improve the ground clearance.
• Final drive can be bevel pinion and crown wheel
or worm and worm wheel arrangement.
TYPES OF GEARS FOR FINAL DRIVE
1. Straight Bevel Gears.
2. Spiral Bevel Gears.
3. Hypoid Bevel Gears
4. Worm and Worm Wheel Arrangement.

1. Straight bevel gears
• The gears have straight teeth.
• Advantages
• Simplest and Cheapest
• Disadvantages
• Uneven transmission due to contact of single pair
of teeth.
• Less load carrying capacity.
• Noisy and high levels of wear.

Straight bevel gears

2. Spiral bevel gears
• Spiral bevel gears have curved teeth so have
greater number of teeth in contact. The gear tooth
have sliding motion also in between.
• Advantages
• Silent Running.
• They are able to take more loads.

Spiral bevel gears figure

3. Hypoid gears
• The structure of the teeth have hyperboloid in shape.
Hyperboloid is obtained by rotating a hyperbola Abut
an offset axis.
• The gears transmit motion at right at right angles but
the axis of the gears don’t intersect but they lie at an
offset distance.
• Advantages
• The hypoid gears permit a lower position of the
propeller shaft and allow more lower chassis height or
less chassis height as the case may be.
• Hypoid gears increases the loads capacity of the
gears.
• Disadvantage
• Expensive
Prepared By:K.Rajesh,difficult to assemble and need special
AP/Mech,RMKCET
lubricant due to the greater sliding action between the
Hypoid gears figure

4. Worm and worm wheel
• Worm is a single or multi started thread which drives the worm
wheel which has teeth over the periphery of the wheel.
• Higher gear ratios are possible in worm and worm wheel
arrangement.
• Advantages
• Worm and Worm wheel arrangement is particularly used in
heavy vehicle where higher gear ratios of greater than 6 needed
• Strong and efficient drive
• Single stage reduction is only necessary for higher gear ratios
also.
• Worm gears give low chassis height or more ground clearance
as the case may be.
• Disadvantages
• Higher cost and more weight than bevel gear
• Mechanical efficiency is lower than bevel gear for single stage
reduction
• Lubrication is difficult with overhead worm.
Worm and worm wheel Figure

Thank you

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UNIT - 3

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

 Clutch is used for disconnecting the engine from the

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

 Progressive type is gradually engaged, so that the

Prepared By:K.Rajesh, AP/Mech,RMKCET

• To transmit the engine power to the rear wheals

smoothly without shock.

• It should dissipate the heat produced due to friction

• It should be dynamically balanced to the vibration in

the transmission system.

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

• Suitable for heavy vehicles.

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

 Inthis clutch, the pressure between the plates is

Prepared By:K.Rajesh, AP/Mech,RMKCET

 When the clutch is located at distance from the

 In heavy vehicles in order to transfer large power

 High spring pressure requires more human effort

Prepared By:K.Rajesh, AP/Mech,RMKCET

A driven plate lined with friction materials is

 It is free to move on splines of the gearbox shaft.

A pressure plate is applied for engaging or

Prepared By:K.Rajesh, AP/Mech,RMKCET

 The only difference is that it is operated by vacuum

 In vacuum clutches the partial vacuum existing in the

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

SECOND GEAR THIRD GEAR

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

 The design is very much complex.

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

 There is a drag on the gear box-shaft even the slip

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Prepared By:K.Rajesh, AP/Mech,RMKCET

Solid or open type Hollow or enclosed type