Automotive Transmission

DRIVE LINE Introduction

Automotive Transmission

DRIVE LINE Introduction

Transmission This term can be used to describe one unit within the driveline of a vehicle, often the main gearbox, or as a general term for a number of units. Driveline This includes all of the assembly(s) between the output of the engine and the road wheel hubs.

A vehicle power train consists of engine and driveline.

The main parts of the driveline are clutch, transmission, shafts, and wheels.

The drivelines is a fundamental part of a vehicle and its dynamics has been modeled in

different ways depending on the purpose.

Automotive Transmission

DRIVE LINE Propeller Shaft One Piece (two ends)

Shaft The main body of the propeller shaft comprises a steel tube into the ends of which are welded steel stub portions forming part of the end joints.

Chiefly to reduce the transfer of any noise from the rear axle to the car interior, some designs of propeller shaft simply have inserted cardboard sleeves to dampen vibration of the steel tube, while others may incorporate a rubber sleeve sandwiched between a tubular extension on either, or both, of the stub portions and the inside of the main tube

Automotive Transmission

DRIVE LINE Propeller Shaft One Piece (two ends)

Hinged joints Each end of the propeller shaft is provided with a hinged joint of the universal type, so that within practical limitations the shaft can articulate in any direction.

The hinged joints thus allow the shaft to adjust its position to the changing angle of the drive line at all times as it rotates.

Sliding joint Some from of sliding or telescopic joint is required in the propeller shaft assembly, so

that it can accommodate itself to small variations in effective length of the drive line.

A splined coupling is therefore typically incorporated between the front universal joint and either the main body of the propeller shaft or the tailshaft of the gearbox.

Automotive Transmission

DRIVE LINE Propeller Shaft One Piece (two ends)

To ensure that a uniform speed is transmitted from the gearbox shaft to the axle shaft, two conditions must be met by a conventional installation of propeller shaft with Hookes universal joints:

1. The gearbox and final drive shafts must form equal angles with

the propeller shaft

Automotive Transmission

DRIVE LINE Propeller Shaft One Piece (two ends)

2. The axes of the joint yokes at each end of the propeller shaft must lie in the same plane

Automotive Transmission

DRIVE LINE Propeller Shaft Two Piece (two ends)

a two-piece or divided propeller shaft is often employed in the drive lines of front-engine RWD vehicles.

This type of assembly comprises the following basic components: Primary shaft This forms the front section of the propeller shaft, its forward end connecting to the universal joint behind the gearbox. At its other end, the primary shaft is shouldered to accept a support bearing.

Automotive Transmission

DRIVE LINE Propeller Shaft Two Piece (two ends)

Centre bearing Through being located on the rear and of the primary shaft, this bearing serves as an intermediate support for the propeller shaft assembly.

In some early commercial vehicle applications, the centre bearing housing was originally attached to the chassis frame and therefore incorporated a self-aligning bearing of the ball or roller types..

A deep-groove ball bearing race prepacked with grease is now generally used, in conjunction with

either integral seals or separate lip-type seals and augmented by finger rings.

Automotive Transmission

DRIVE LINE Propeller Shaft Two Piece (two ends)

Secondary shaft This forms the rear section of the propeller shaft and connects to the rear axle final drive shaft.

Unlike the primary shaft, the secondary shaft has to accommodate movements of the live rear axle on its springs.

It is therefore provided with two universal joints, one at each end. In the absence of a sliding joint at

either end of the primary shaft, a sliding joint is provided between the main body of the secondary
shaft and either the front or, less commonly, the rear universal joint.

The only reason for using a rear end location of the sliding joint is to reduce loading on the centre bearing.