A PRESENTATION ON MANUAL TRANSMISSION 716.

640

CONTENTS
An overlook on TRANSMISSION
Definition Need of transmission Power flow Types of transmission Types of gears Transmission designation

TRASMISSION 716.640
Constructional details Features of 716.640 Working Synchronisation Lubrication

AN OVERLOOK ON TRANSMISSION

DEFINITION
The word Transmission means the whole of the mechanism that transmits the power from the engine crankshaft to the rear wheels, providing the suitable variations of the engine torque at the road wheels, whenever required

AN OVERLOOK ON TRANSMISSION

NEED OF TRANSMISSION To provide a means to vary the torque ratios between the engine and road wheels as required To provide a neutral position with the clutch engaged To drive the vehicle in reverse direction Variation of resistance and tractive effort of the vehicle at different speeds

AN OVERLOOK ON TRANSMISSION

POWER FLOW

AN OVERLOOK ON TRANSMISSION

TRANSMISSION

MANUAL

AUTOMATIC

SLIDING MESH CONSTANT MESH SYNCHROMESH

AN OVERLOOK ON TRANSMISSION TYPES OF GEARS

SPUR GEARS Teeths are parallel to the axis of the gear Only one teeth of the meshing gear is in complete contact Torque transmitting capacity is less Noise level is high

HELICAL GEARS Teeths are at an angle to the gear axis More than one teeth are in contact at a time Torque transmitting capacity is higher Low noise level

AN OVERLOOK ON TRANSMISSION SLIDING MESH TRANSMISSION

Oldest and the simplest type of transmission Spur gears were used Main shaft gears splined to the main shaft Gear shift is achieved by sliding the gears on main shaft Low mechanical efficiency Noisy operation

AN OVERLOOK ON TRANSMISSION CONSTANT MESH

The gears on the main shaft and layshaft are in constant mesh Main shaft gears are free to rotate Gear engagement is achieved by dog clutches splined to the main shaft DOUBLE DECLUTCHING needs to be done for smooth gear shifting Helical gears are used

AN OVERLOOK ON TRANSMISSION SYNCHROMESH Gears are in constant mesh Instead of dog clutch synchroniser unit is used Each pair of gear has one synchroniser unit Gears are first brought into frictional contact which equalizes their speed after which the actual engagement takes place Eliminates the requirement of double declutching

AN OVERLOOK ON TRANSMISSION

GEAR RATIO AND ITS CALCULATION Gear ratio gives the mathematical relation between two gears It is the ratio of the no. of teeth on the driven wheel to no. of teeth on the driver wheel or the speed of rotation of the driver to the driven Gear ratio gives the value of torque multiplication For example: Gear ratio, G=(20/10)=2:1 (smaller gear is the driver)
20 Teeth 10 Teeth

TRANSMISSION 716.640 Transmission DESIGNATION

SG-S 370/6.1
SG S 370 6.1 MANUAL TRANSMISSION STANDARD TYPE OF GEAR TORQUE TRANSMISSION in Nm SPREAD ( RATIO OF LOWEST TO HIGHEST GEAR )

TRANSMISSION 716.640
CONSTRUCTIONAL DETAILS
Transmission 716.640 consists of Gears Shafts input / clutch shaft lay / counter shaft main shaft Shift unit Bearings Synchroniser units Breather Front and Rear Housing

TRANSMISSION 716.640
SYNCHRONISER UNIT
Fig. 1 shows the neutral position in which the synchroniser unit is in the center position SHIFT SPLINES SPRING LOADED BALLS When the gear is shifted, the spring loaded balls pushes the slider which in turn pushes the friction ring The inner cone of the synchroniser unit first comes in contact SYNCHRONISER with the outer cone of the gear wheel ASSEMBLY The frictional contact results in the equalization of the speed of both the wheels Until this equalisation of speeds, the sleeve of the synchroniser unit cannot move forward due to the presence of detents (dog teeth) on the friction ring which blocks the path of the sleeve GEAR WHEEL

As the equlisation of the speed is achieved the detents are pushed away from the way of the inner teeth of the sleeve and the sleeve gets fully engaged with the teeth on the appropriate gear wheel

SELECTOR SLEEVE

FRICTION CONE

TRANSMISSION 716.640

slider spring

Synchroniser assembly sleeve ball

TRANSMISSION 716.640 detent

Synchroniser ring

Internal splines NORMAL POSITION Friction cone DETENTS OBSTRUCTING SLEEVE SPLINES sleeve

TRANSMISSION 716.640

Disengaged position

Engaged position

TRANSMISSION 716.640
SYNCHRONISATION:
TYPES: SINGLE CONE SYNCHRONISATION Has only one frictional surface 1. 2. 3. 4. 5. 6. GEAR WHEEL GEAR WHEEL CONICAL RING FRICTION CONE FRICTION LINING SYNCHRONISER RING

MULTICONE SYNCHRONISATION
Has an additional friction cone
TRIPLE CONE SYNCHRONISATION Has an additional frictional lining on the friction cone DOUBLE CONE SYNCHRONISATION Frictional lining is absent

TRANSMISSION 716.640
NEUTRAL POSITION

TRANSMISSION 716.640
POWERFLOW IN FIRST GEAR

TRANSMISSION 716.640
POWERFLOW IN SECOND GEAR

TRANSMISSION 716.640
POWERFLOW IN THIRD GEAR

TRANSMISSION 716.640
POWERFLOW IN FOURTH GEAR

TRANSMISSION 716.640
POWERFLOW IN FIFTH GEAR

TRANSMISSION 716.640
POWERFLOW IN SIXTH GEAR

TRANSMISSION 716.640
SHIFT ASSEMBLY Shift Lever (Gear lever ) Selector Rod (4) Selector Cable (1) Shift Rod Shift rod(2) Transfer lever (3) Swivel lever (12) Coupling arm (13)
Selector cable Shift arms

Central shift shaft

Transfer lever

TRANSMISSION 716.640 Shifting mechanism

The sideways movement of the gear lever is transferred due to the selector cable which is responsible for the rotational movement of the central shift shaft The to & fro movement of the gear lever is transmitted through the shift rod which results in the to & fro movement of the central shift shaft

TRANSMISSION 716.640
LUBRICATION
Grade of transmission fluid 70W-80W

Capacity of transmission 1.5 litres Capacity has been revised from 1.8 litres to 1.5 litres to facilitate the shifting of First and Second gears when the engine is cold

TRANSMISSION 716.640 FEATURES OF 716.640

This transmission is used in 220 CDI engines It has 6 forward and 1 reverse gear It is a fully synchronised transmission with synchroniser on reverse gear also Counter shaft is a hollow design to reduce weight Has synchroniser assembly on counter shaft to reduce size Has multi-cone synchronisation Needs no end shaft play adjustments due to very tight production tolerances and housing halves as well as the use of roller sleeves Rear and front half housing are sealed with liquid sealing agent Precise and light shift due to

Transmission of shift lever movement to transmission by shift rod and shift cable Central shift shaft supported on needle bearings Multicone synchronisation on I, II, III & IV Gears