TRANSMISSION

SYSTEMS

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NECESSITY OF TRANSMISSION

The purpose of transmission is to provide high

torque at the time of starting, hill climbing,
accelerating and pulling a load.

The vehicle will have to face the resistances

like wind resistance, gradient resistance and
rolling resistance.

The tractive effort of the vehicle can be

available at various speeds.

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TOTAL RESISTANCE TO THE VEHICLE MOTION

Resistance due to wind

Resistance due to gradient

Miscellaneous

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TRACTIVE EFFORT

SUPERIMPOSING TOTAL
RESISTANCE AND TRACTIVE
EFFORT CURVES FOR
DIFFERENTGEARS

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Contents

Basic transmission parts

Purpose of a manual transmission

Gear fundamentals

Manual transmission construction

Gearbox types

Transmission power flow

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Basic Transmission
Parts
Input shaft
Gears
Synchronizers
Shift forks

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Gear shift lever

Shift linkage
Output shaft

Transmission case

BASIC TRANSMISSION PARTS

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Purpose of a
Manual Transmission
A manual transmission is designed
to change the vehicles drive wheel
speed and torque in relation to
engine
speed and torque

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TRANSMISSION FEATURES

A manual transmission should:

be

able to increase torque to the drive wheels for

quick acceleration
supply different gear ratios to match load
conditions
provide a reverse gear
provide an easy means of shifting gears
operate quietly with minimum power loss

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Gear Fundamentals
Gears are round wheels with teeth machined on
their perimeters
They transmit turning effort from one shaft to
another
When gears are different sizes, output speed and
torque change

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TYPES OF GEARS
1.

According to the position of axes of the shafts.

a. Parallel
1.Spur Gear
2.Helical Gear
3.Rack and Pinion
b. Intersecting
Bevel Gear
c. Non-intersecting and Non-parallel
worm and worm gears

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SPUR GEAR

BEVEL GEAR

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HELICAL
GEAR

WORM GEAR

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GEAR DRIVE

Small gear driving a larger gear

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GEAR DRIVE

Large gear driving a smaller gear

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GEAR RATIO
The number of revolutions a drive gear must
turn before the driven gear completes one
revolution
Calculated by dividing the number of teeth on
the driven gear by the number of teeth on the
drive gear

Gear Ratio = # of driven gear teeth

# of drive gear teeth
= speed of the drive gear
speed of the driven gear

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GEAR RATIO
If the drive gear has 12 teeth and the driven gear has
24 teeth, the gear ratio is two-to-one
Gear Ratio = # of driven gear teeth
# of drive gear teeth
= 24
12
= 2 or written 2:1

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GEAR RATIO

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TRANSMISSION GEAR RATIOS

First gear
Second gear
Third (high) gear
Reverse gear

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3:1
2:1
1:1
3:1

GEAR REDUCTION
Occurs when a small gear drives a larger gear
Increases turning force (torque)
Used in lower transmission gears

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OVERDRIVE RATIO
Results when a larger gear drives a smaller gear
Output gear speed increases
Output torque is reduced

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GEAR BACKLASH
Distance between the meshing gear teeth
Allows lubricating oil to enter the high-friction area
between the gear teeth
Allows the gears to expand during operation

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TRANSMISSION BEARINGS
Bearings reduce the friction between the surfaces of
rotating parts
Three basic types are used:

ball

bearings
roller bearings
needle bearings

Used between shafts and housing, or between gears

and shafts

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TRANSMISSION BEARINGS

Three types of antifriction bearings used

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Manual Transmission
Construction

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TRANSMISSION CASE

Supports the bearings and shafts

Provides an enclosure for gear oil

Made of cast iron or aluminum

Drain plug and fill plug are provided

typically,

the oil level should be level with the

bottom of the fill plug hole at operating

temperature

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EXTENSION HOUSING

Bolts to the rear of the transmission case

Encloses the output shaft
Holds the rear oil seal

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FRONT BEARING HUB

Covers the front transmission bearing

Acts as a sleeve for the release bearing

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MANUAL TRANSMISSION

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TRANSMISSION SHAFTS

At least four shafts are commonly used:

input

shaft

Countershaft
reverse
output

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(or) lay shaft

idler shaft

shaft

INPUT SHAFT

Transfers rotation from the clutch disc to the

countershaft gears

Anytime the clutch disc turns, the input shaft

gear turns

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COUNTERSHAFT

Holds the countershaft gears into mesh with

the input gear and other gears

Located slightly below and to one side of the

input shaft

Normally, it is locked in the case and does not

turn

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REVERSE IDLER SHAFT

Supports the reverse idler gear,

Allows reverse idler gear to mesh with gears on

both the countershaft and output shaft

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OUTPUT SHAFT

Holds the output gears and synchronizers

Connects to the drive shaft to turn the

wheels

Gears are free to revolve on the shaft, but

the synchronizers are locked on the shaft
by splines

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TRANSMISSION SHAFTS

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TRANSMISSION GEARS

Input shaft gear turns countershaft

gears. Countershaft gears turn
output shaft gears
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GEAR RANGES

Gear reduction

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Direct drive

Output shaft
rotation is
reversed

INPUT GEAR

Machined part of the steel input shaft

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COUNTERSHAFT GEAR

Several gears machined from a single piece of steel

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REVERSE IDLER GEAR ASSEMBLY

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GEARBOX TYPES

Selective gear box (Manual)

1) sliding mesh gear box
2) constant mesh gear box
3) synchromesh gear box

Epicyclic or Planetery gearbox

1) semi automatic
2) fully automatic

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SLIDING MESH GEAR BOX:

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CONSTANT MESH GEARBOX

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Constant mesh
gearbox Reversed
position
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SYNCHRONOUS MESH GEARBOX

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SYNCHRONIZERS

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Synchronizers have two functions:

prevent

the gears from clashing (grinding) during

engagement
lock

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the output gear to the output shaft

SYNCHRONIZER THEORY

When the synchronizer is away from an output gear,

the gear freewheels (spins freely) on the output shaft

When the synchronizer slides against the output

gear, it is locked to the synchronizer and to the
output shaft

Power flows through the output shaft to the drive

wheels

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SYNCHRONIZER CONSTRUCTION

Hub is splined to the output shaft

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SYNCHRONIZER OPERATION

When the driver shifts gears, the synchronizer

sleeve slides on its splined hub toward the
output gear

Blocking ring cone rubs on the side of the

drive gear cone, causing friction between the
two

Output gear, synchronizer, and the output

shaft begin to spin at the same speed

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SYNCHRONIZER OPERATION

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SYNCHRONIZER OPERATION

As soon as the speed is equalized, the sleeve

can slide over the blocking ring and spur gear
teeth on the output gear

This locks the output gear to the synchronizer

hub and to the shaft

Power flows through that gear to the drive

wheels

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SYNCHRONIZER OPERATION

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FULLY SYNCHRONIZED
TRANSMISSION
All the forward output gears use a synchronizer
Allows the driver to downshift into any lower gear
(except reverse) while the vehicle is moving

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FIRST GEAR

Linkage rods move the shift forks so that first gear

synchronizer is engaged to the first output gear

Input shaft gear turns the countershaft gears

First gear is locked to the output shaft

Small gear on countershaft drives larger gear on

the output shaft

Gear ratio is about 3:1

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FIRST GEAR

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SECOND GEAR

First gear synchronizer is slid away from first gear

Second-third synchronizer is then engaged

Power flow is through second gear on the output

shaft

Gear ratio is about 2:1

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SECOND GEAR

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THIRD GEAR

Synchronizer is slid over the small teeth on the

input shaft gear

Synchronizer locks the input shaft directly to

the output shaft

All the output shaft gears freewheel on the

shaft

Power flow is straight through the transmission

Gear ratio is 1:1

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THIRD GEAR

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REVERSE

Synchronizer is moved into the reverse gear on

the output shaft, locking the gear to the output
shaft

Power flows through the countershaft, reverse

idler gear, reverse gear, and to the output
shaft

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REVERSE

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NEUTRAL

All the synchronizer sleeves are located in the center

of their hubs

All the output shaft gears freewheel on the output

shaft

No power is transmitted to the output shaft

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NEUTRAL

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SHIFT FORKS

Transfer movement from the gear shift linkage to the

sleeves
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SHIFT FORK ASSEMBLY

Movement of shift linkage moves

the shift fork
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EXTERNAL SHIFT ROD LINKAGE

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INTERNAL SHIFT RAIL LINKAGE

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COLUMN SHIFT MECHANISM

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PLANETARY GEAR TRAIN (EPICYCLIC GEAR

TRAIN)

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PLANETARY GEAR TRAIN

In this train, the blue gear has six times the

diameter of the yellow gear

The size of the red gear is not important because

it is just there to reverse the direction of rotation

In this gear system, the yellow gear (the sun)

engages all three red gears (the planets)
simultaneously

All three are attached to a plate (the planet

carrier), and they engage the inside of the blue
gear (the ring) instead of the outside.

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PLANETARY GEAR TRAIN

Because there are three red gears instead of

one, this gear train is extremely rugged.

planetary gear sets is that they can produce

different gear ratios depending on which gear
you use as the input, which gear you use as the
output, and which one you hold still.

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PLANETARY GEAR TRAIN

They have higher gear ratios.

They are popular for automatic transmissions

in automobiles.

They are also used in bicycles for controlling

power of pedaling automatically or manually.

They are also used for power train between

internal combustion engine and an electric
motor

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PLANATERY GEAR RATIOS

1. Sun gear 2. Planet gear 3. Ring gear 4. Planetary

carrier

Zc = Zr + Zs

PLANETARY GEAR SYSTEM

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OPERATION

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Transmission Types

There are several types:

three-speed
four-speed
five-speed

Some transmissions have overdrive in high gear

Extra gear ratios are needed for small, lowhorsepower engines

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