Chapter 1-Powertrains System - Rev1

Universiti Kuala Lumpur Malaysian Spanish Institute
Mechanical Section
CHAPTER 1
Powertrains System
1.1 Brief Overview In a motor vehicle, the term powertrain or drivetrain refers to the group of components that generate power and deliver it to the road surface, water or air. This includes the engine, transmission, driveshafts, differentials, and the final drive. Sometimes powertrain is used to refer to simply the engine and transmission, including the other components only if they are integral to the transmission. A motor vehicle's driveline consists of the parts of the drivetrain excluding the engine and transmission. It is the portion of a vehicle, after the transmission, that changes depending on whether a vehicle is front-wheel drive, rear-wheel drive, or four-wheel drive. Other definition of powertrain is an assembly of gears and associated parts by which power is transmitted from an engine to a driving axle. The Merriam-Webster Dictionary has defined powertrain as the intervening mechanism by which power is transmitted from an engine to a propeller or axle that it drives. In a wider sense, the power train includes all of its components to transform chemical, physical or nuclear energy and deliver it to the interface to the outer world for propulsion purposes. The manufacturing of powertrain components and systems is a key factor in the competitive position of companies in the automotive and other vehicle industrial sectors. Global economic and environmental factors have led to the requirement to engineer and produce powertrain system that are more economical to manufacture, higher in product quality and reliability, higher in performance, more fuel efficient, less polluting, and longer in life expectancy. In turns these trends have led to designs that involve higher internal pressures, are subject to greater instantaneous forces, and are more complex in their design and mechanical operation. Figure 1.1 shows powertrains for automobile.
Chapter 1: Powertrain System
Automotive Powertrain
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Mechanical Section
Figure 1.1: Power trains for automobile
1.2
History of Powertrains
There is no historical evidence recorded on the development and invention of powertrain. However, there are many claims to the invention of the differential gear which is one of the main components in powertrain system. 1050 BC-771 BC: The Book of Song claimed the South Pointing Chariot, which uses a differential gear, was invented during the Western Zhou Dynasty. 150 BC - 100 BC - The Antikythera mechanism, discovered on an ancient shipwreck near the Greek island of Antikythera, was once believed to employ a differential gear. This has since been disproved. 1720 - Joseph Williamson uses a differential gear in a clock. 1810 - Rudolph Ackermann of Germany invents a four-wheel steering system for carriages, which some later writers mistakenly report as a differential. 1827 - modern automotive differential patented by watchmaker Onsiphore Pecqueur (1792-1852) of the Conservatoire des Arts et Mtiers in France for use on a steam car. 1832 - Richard Roberts of England patents 'gear of compensation', a differential for road locomotives. 1876 - James Starley of Coventry invents chain-drive differential for use on bicycles; invention later used on automobiles by Karl Benz. 1897 - First use of differential on an Australian steam car by David Shearer. 1913 - Packard introduces the spiral-gear differential, which cuts gear noise. 1926 - Packard introduces the hypoid differential, which enables the propeller shaft and its hump in the interior of the car to be lowered.
Universiti Kuala Lumpur Malaysian Spanish Institute 1.3 Basic Functions and Operation
Mechanical Section
Engine power is transmitted to the drive wheels or output shaft of a machine by the powertrain. It does four basic jobs: 1) Connects and disconnects power 2) Selects speed ratios 3) Provides the mean of reversing 4) Equalizes power to the drive wheels for turning Powertrain involves a group of components to generate power, hence it basic functions and operation requires the explanation on those components which involve in the powertrain operation. To do these jobs, five basic parts are needed: Clutch to connect and disconnect power Transmision to select speeds and direction Differential to equalize power for turning Final Drives to reduce speed and increase torque to axle Drive Wheels to propel the machine
1.3.1 How a powertrain works The first part of a powertrain is the clutch. Its job to disconnect the engine from the power train, allowing the engine to run while the machine is standing still. The clutch also engages this power to start up the machine. Figure 1.2 shows a clutch as two disks, each on a shaft. As long as the disks are not touching, it can spin one as fast as it wants to without affecting the other. But if we move them together when one is spinning, the other will begin to turn and then both shafts will turn as one unit. This is the principal of the disc clutch as used on many machines.
Figure 1.2: How the clutch works
In an actual disc clutch as shown in Figure 1.3, the disc are forced together by strong springs, and are separated by pushing down on the clutch pedal. Some machines have automatic drives in which the clutch is eliminated. Chapter 1: Powertrain System Automotive Powertrain 3
Mechanical Section
Figure 1.3: Disc clutch in operation
The transmission allows the changing of the speed to the drive wheels in relation to the engine. This allows slower speeds when starting up the machine, and faster speed to match various loads and conditions. In automobiles, more turning force is needed on the rear axle to start moving than the need for cruising along a good highway. The transmission gives the increased turning force and also allows the engine to accelerate. The latter is important because the engine does not develop very much power at low rpms. When the car has picked up speed ratio between the engine and the wheels, and eventually is shifted into direct drive. The transmission is a system of gears. It is suppose that a small gear which has 12 teeth driving a larger gear with 24 teeth as shown in Figure 1.4. When the first gear has made one complete revolution, it has gone around the equivalent of 12 teeth. The second one has gone around the same distance -12 teeth- but this means half revolutions for the larger gear.
Mechanical Section
Figure 1.4: How the transmission selects a speed
As a result, the second gear and its shaft always turn at half the speed of the first gear and its shaft. The smaller gears always turn at a faster rate. This is the principal of the transmission several combinations of gears are arranged so that the drivers can select the speed they want to use at any moment. For low or first gear, a small gear on the input shaft drives a large gear on another shaft as shown in Figure 1.5. This reduces the speed and increases the turning force. Then a small gear on the second shaft drives a large gear on the drive shaft which goes to the driving axle. This reduces the speed and increases the turning still more, giving a higher gear ratio for starting up or heavy pulling.
Figure 1.5: Transmission in low or first gear
For second gear, the same pair of gears as in low can be used. However, the second pair of gears is disconnected and drive through two other gears. Figure 1.6 shows the transmission in second gear.
Mechanical Section
Figure 1.6: Transmission in second gear
These gears are arranged so that the larger one drives the smaller, so there is less overall speed reduction than in first gear. For higher gears, the gear ratio is cut further by using other gear combinations. In fact, high gear for an automobile is normally a direct drive with no reduction (a 1 to 1 ratio). Reverse gear is very much like first, giving about the same ratio and using the same four gears. However it also uses an extra gear called reverse idler as shown in Figure 1.7 which causes the drive shaft to turn in the opposite direction. All the gears are mounted in a metal case filled with oil to lubricate the gears and bearings. The various speeds are selected by moving a shift lever in the drivers compartment.
Figure 1.7: Transmission in reverse gear
In the rear axle it has two sets of gears. The first the ring gear and pinion simply transmits the power around the corner to the axles as shown in Figure 1.8. This allows the propeller shaft to drive the axles which are at right angle to it. If the driver never turned a corner, that is all the gearing that would need at the rear axle. But when the Chapter 1: Powertrain System Automotive Powertrain 6
Mechanical Section
driver turns a corner, the outside wheel has to travel farther than the inside wheel and has to turn faster.
Figure 1.8: Ring Gear and Pinion Gear for Rear Axle
The differential allows each wheel to travel at a different speed and still propel its own load. When the vehicle is moving straight ahead, both wheels are free to rotate. Engine power comes in on the pinion gear and rotates the ring gear. The four bevel pinions and the two bevel gears are carried around by the ring gear and all gears as one unit. Each axle receives the same rotation and so each wheel turns at the same speed. When the vehicle turns a sharp corner, only one wheel is free to rotate as shown in Figure 1.9.
Figure 1.9: Differential
Mechanical Section
Again, engine power comes in on the pinion gear and rotates the ring gear, carrying the bevel pinions around with it. However, the right-hand axle is held stationary and so the bevel pinions are forced to rotate on their own axles and walk around the righthand bevel gear. Since the bevel pinions are in constant mesh with both bevel gears, the left-hand bevel gear is forced to rotate because it is subjected to the turning force of the ring gear which is transmitted through the bevel pinions. During one revolution of the ring gear, the left-hand bevel gear makes two revolutions- one with the ring gear and another as the bevel pinions walk around the other bevel gear. As a result, when the drive wheels have unequal resistance applied to them, the wheel with the least resistance turns more revolutions. As one wheel turns faster, the other turns slower by the same amount. The details on differential and other important components in a powertrain will be discussed below. 1.3.2 Driveshaft A driveshaft, driving shaft, propeller shaft, or Cardan shaft is a mechanical device for transferring power from the engine or motor to the point where useful work is applied. It transmits engine power from the transmission or transaxle (if front-wheel drive) to the rear axle assembly or drive wheels. Driveshaft is the term used by Society of Automotive Engineers (SAE) to describe the shaft between the transmission and the rear axle assembly on a rear-wheel drive vehicle. A typical driveshaft is a hollow steel tube. U-joints are attached to both ends of the driveshaft. The front U-joint is attached to a splined yoke that slips over the output shaft of the transmission. Figure 1.10 shows a typical driveshaft. Beyond about 65 inches (165 cm), a center support bearing must be used, as shown in Figure 1.11. A center support bearing is also called a steady bearing or hanger bearing.
Figure 1.10: Typical driveshaft. The driveshaft transfers engine torque from the transmission to the differential.
Mechanical Section
Figure 1.11: A center support bearing is used on many vehicles with long drive shafts.
Universal joints (U-joints) are used at both ends of a driveshaft. U-joints allow the wheels and the rear axle to move up and down and remain flexible and still transfer power to the drive wheels. A simple U-joints can be made from two Y-shaped yokes connected by a cross member called a cross or spinder. The four arms of the cross member are called trunions. Figure 1.12 shows a line drawing of a simple U-joint with all part names identified.
Figure 1.12: A simple universal joint (U-joint).
Mechanical Section
Most U-joints are called cross yoke or Cardan universal joints. The Cardan joint takes its name from a sixteenth century Italian mathematician who worked with objects that moved freely in any direction. Figure 1.13 shows Cardan driveshaft with universal joints (U-joints).
Cardan driv eshaft with univ ersal joints
Figure 1.13: Cardan driveshaft with universal joints.
Most engines or motors deliver power as torque through rotary motion: this is extracted from the linear motion of pistons in a reciprocating engine. From the point of delivery, the components of power transmission form the drivetrain. Driveshafts are carriers of torque: they are subject to torsion and shear stress, which represents the difference between input force and the load. They thus need to be strong enough to bear the stress, without imposing too great an additional inertia by virtue of the weight of the shaft. Most automobiles today use rigid driveshafts to deliver power from transmission to the wheels. A pair of short driveshafts is commonly used to send power from a central differential, transmission, or transaxle to the wheels. In frontengined, rear-drive vehicles, a longer driveshaft is also required to send power the length of the vehicle. 1.3.3 Differential The differential is a device that splits the engine torque two ways, allowing each output to spin at a different speed. It is also known as a variety of gearbox, almost always used in one of two ways. In one of these, it receives one input and provides two outputs; this is found in every automobile. In the other, less commonly encountered, it combines two inputs to create an output that is the sum (or difference) of the inputs. The differential also changes the direction of engine torque 90 from the rotation of the driveshaft lengthwise with the vehicle. These two purposes of a differential can be summarized as follows: To change direction of engine torque (see Figure 1.14) To allow the drive wheels to rotate at different speed (see Figure 1.15)
Automotive Powertrain 10
Mechanical Section
Figure 1.14: The differential assembly changes the direction of engine torque and increases the torque to the drive wheels.
Figure 1.15: The difference between the travel distances of the drive wheels is controlled by the differential.
A vehicles wheels rotate at different speeds, especially when turning corners. The differential is designed to drive a pair of wheels with equal force, while allowing them to rotate at different speeds. In vehicles without a differential, such as karts, both driving wheels are forced to rotate at the same speed, usually on a common axle driven by a simple chain-drive mechanism. When cornering, the inner wheel travels a shorter distance than the outer wheel, resulting in the inner wheel spinning and/or the outer wheel dragging. This results in difficult and unpredictable handling, damage to
Mechanical Section
tires and roads, and strain on (or possible failure of) the entire drivetrain. Figure 1.16 shows a cut model of a differential gear in a car.
Differential gear in a car (cut model)
Figure 1.16: Differential gear in a car
A differential is a mechanical addition and subtraction assembly. By splitting the engine torque to the drive wheels when the vehicle is turning a corner, the torque forces cause the side gear and pinion mate gears to subtract torque from one side and add torque to the opposite side. See Figure 1.17.
Figure 1.17: When the vehicle turns a corner, the inner wheel slows and the outer wheel increases in speed to compensate. This difference in rotational speed cause the pinion gears to walk around the slower side gear.
Figure 1.18, 1.19 and 1.20 show the differential in there different kind of cars which are front-wheel drive (FWD), rear-wheel drive (RWD) and all-wheel drive (AWD). The differential is found on all modern cars and trucks, and also in many all-wheel-drive Chapter 1: Powertrain System Automotive Powertrain 12
Mechanical Section
(full-time four-wheel-drive) vehicles. These all-wheel-drive vehicles need a differential between each set of drive wheels, and they need one between the front and the back wheels as well, because the front wheels travel a different distance through a turn than the rear wheels.
Figure 1.18: The differential in FWD
Figure 1.19: The differential in RWD
Mechanical Section
Figure 1.20: The differential in AWD
1.3.4
Axles
Axles are an integral structural component of a wheeled vehicle. They are solid steel shafts that transfer the torque from the differential to the driving wheels. A separate axle shaft is used for each driving wheel. The axles maintain the position of the wheels relative to each other and to the vehicle body. Since for most vehicles the wheels are the only part touching the ground, the axles must bear the weight of the vehicle plus any cargo, as well as acceleration and braking forces. In addition to the structural purpose, axles may serve one or more of the following purposes depending on the design of the vehicle. Each drive axle is connected to the side gears in the differential. The inner ends of the axles are splinted to fit into the side gears. As the side gears are turned, the axles to which they are splinted turn at the same speed. Figure 1.21 shows train wheels that are affixed to a straight axle.
Figure 1.21: Train wheels are affixed to a straight axle, such that both wheels rotate in unison.
Universiti Kuala Lumpur Malaysian Spanish Institute The function of the axles can be divided as follows:
i.Drive
Mechanical Section
One or more axles may be an integral part of the drivetrain. A mechanical system (typically a motor) exerts a rotational force on the axle, which is transferred to the wheel(s) to accelerate the vehicle. ii.Braking Conversely a vehicle may be slowed by applying force to brake the rotation of the axle. Consumer vehicles' brakes are part of the wheel assembly and therefore exert friction on the wheels directly, but engine braking may still be effected via the axle. iii.Steering The front axle of most automobiles is a steering axle. The vehicle is maneuvered by controlling the direction of the front wheels' rotational axis relative to the body and rear wheels.
1.3.5
Transaxle
A transaxle, in the automotive field, is a component that combines the functionality of the transmission, the differential and the drive axle into one integrated assembly. Transaxles are near universal in all automobile configurations that have the engine placed at the same end of the car as the driven wheels: the front wheel drive, rearengined and mid-engined arrangements. It is made up of a transmission and differential housed in a single unit. The gearsets in the transaxle provide the required gear ratios and direct the power flow into the differential. The differential gearing provides the final gear reduction and splits the power flow between the left and right drive axles. Manually shifted transaxle includes an input shaft, and a differential assembly all in one case. The input shaft is attached to the clutch, which transfers engine torque from the engine flywheel to the input shaft when the clutch is engaged. Most transaxles use speed gears and synchronizers on both the input and output shafts, as shown in Figure 1.22.
Mechanical Section
Figure 1.22: Five-speed transaxle
The differential assembly, also called a final drive assembly, attaches to the output shaft and splits the torque to both front drive axles. See Figure 1.23. Figure 1.24 shows a transaxle used in front-wheel drive vehicles. It is made up of a transmission and differential housed in a single unit.
Figure 1.23: Cutaway of a typical manual transaxle showing all of its internal parts including the final drive assembly.
Mechanical Section
Figure 1.24: A cutaway of an automatic transaxle

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Universiti Kuala Lumpur Malaysian Spanish Institute

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.1: Power trains for automobile

Chapter 1: Powertrain System

Figure 1.2: How the clutch works

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.3: Disc clutch in operation

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.4: How the transmission selects a speed

Figure 1.5: Transmission in low or first gear

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.6: Transmission in second gear

Figure 1.7: Transmission in reverse gear

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.9: Differential

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.12: A simple universal joint (U-joint).

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.13: Cardan driveshaft with universal joints.

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Differential gear in a car (cut model)

Figure 1.16: Differential gear in a car

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.18: The differential in FWD

Figure 1.19: The differential in RWD

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.20: The differential in AWD

Chapter 1: Powertrain System

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.22: Five-speed transaxle

Chapter 1: Powertrain System

Universiti Kuala Lumpur Malaysian Spanish Institute

Figure 1.24: A cutaway of an automatic transaxle

Chapter 1: Powertrain System

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