Professional Documents
Culture Documents
Functions of Transmission –
Torque produced by the engine varies with speed only within narrow limits. But
under practical condition automobile demands a large variation of torque
available at the wheels. Transmission provide a means to vary the torque ratio
between engine and road wheels as required.
Neutral position .
Reversing the direction of rotation of the drive .
1
09-08-2017
Internal combustion engines are having high power to weight ratio , relatively
good efficiency and relatively compact energy storage , but it has three distinct
disadvantages -
Vehicle transmission mediate between the engine and drive wheels .The
transmission adapts the power output to the power requirement by converting
Torque and speed.
Power requirement at the drive wheels is determined by the driving resistance.
2
09-08-2017
It is calculated from the weight acting at the centre of gravity .When designing roads gradient of more than
7 degree are normally avoided.
Miscellaneous resistance –
Apart from above resistances other factors also contribute towards vehicle
resistances , and this includes ; acceleration and braking resistance etc.
3
09-08-2017
Rolling Resistance
4
09-08-2017
Composed primarily of
1. Resistance from tire deformation (90%)
2. Tire penetration and surface compression ( 4%)
3. Tire slippage and air circulation around wheel ( 6%)
5
09-08-2017
The tyre is deflected as it enters the contact patch. Energy is dissipated in this
deflection and is not recovered as the tyre recovers it′s shape as it exits the
contact area.
Rolling resistance can be minimised by reducing the deflection of the tyre. One
method is to increase the tyre pressure.
Crr
train wheel on rail 0.001 to 0.0025
bicycle tyre 0.0022 to 0.005
low rolling resistance
0.006
car tyre
ordinary car tyre 0.01
car tyre on sand 0.3
6
09-08-2017
Air resistance
Drag :
No matter how slowly a car is going, it takes some
energy to move the car through the air. This
energy is used to overcome a force called Drag.
Frontal Pressure :
Frontal pressure is caused by the air attempting to flow around the front of the vehicle.
Frontal Pressure is a form of drag where the vehicle must push air molecules out
of the way as it travels through the air.
As millions of air molecules approach the front of the car, they begin to
compress, and in doing so raise the air pressure in front of the car. At the same
time, the air molecules travelling along the sides of the car are at atmospheric
pressure, a lower pressure compared to the molecules at the front of the car.
7
09-08-2017
Rear Vacuum :
Rear vacuum is caused by the “hole” left in the air as a vehicle passes through it. To visualize this, when a car
drives down a road, creates a hole in the shape of the car in the air. The air rushes around the body as described
above.
At speeds above a crawl, the space immediately behind the car’s rear window and trunk is “empty” or like a
vacuum. These empty areas are the result of the air molecules not being able to fill the hole as quickly as the car
can make it. The air molecules attempt to fill in to this area, but the car is always one step ahead, and as a
result, a continuous vacuum sucks in the opposite direction of the car.
. Rear Vacuum (Also known as flow detachment) is another form of drag where the air the vehicle is passing
through cannot fill the space of the hole left behind by the vehicle, leading to what amounts to a vacuum.
This inability to fill the hole left by the car is technically
called Flow detachment. Flow detachment applies only to the
“rear vacuum” portion of the drag forces and has a
greater and greater negative effect as vehicle speed
increases. In fact, the drag increase with the square
of the vehicle speed, so more and more horsepower is
needed to push a vehicle through the air as its speed rises.
Therefore, when a vehicle reaches high speeds it
becomes important to design the car to limit areas
of flow detachment. Ideally, we give the air molecules
time to follow the contours of a car’s bodywork,
and to fill the hole left by the vehicle, its tires, its
suspension and its protrusions (i.e. mirrors, roll bars).
According to Bernoulli’s principle, for a given volume of air, the higher the velocity the air molecules are
travelling, the lower the pressure becomes. Likewise, for a given volume of air, the lower the velocity of the
air molecules, the higher the pressure becomes. This applies to air in motion across a still body, or to a
vehicle in motion, moving through relatively still air.
In the Frontal Pressure section above, we said that the air pressure was high as the air rammed into the front
grill of the car. What is happening is that the air slows down as it approaches the front of the car, and as a
result more molecules are packed into a smaller space. Once the air stagnates at the point in front of the car, it
seeks a lower pressure area, such as the sides, top and bottom of the car.
As the air flows over the hood of the car, it’s loses pressure, but when it reaches the windscreen, it again
comes up against a barrier, and briefly reaches a higher pressure. The lower pressure area above the hood of
the car creates a small lifting force that acts upon the area of the hood (Sort of like trying to suck the hood off
the car). The higher pressure area in front of the windscreen creates downforce. This is akin to pressing down
on the windshield.
Where most road cars get into trouble is the fact that there is a large surface area on top of the car’s roof. As
the higher pressure air in front of the wind screen travels over the windscreen, it accelerates, causing the
pressure to drop. This lower pressure literally lifts on the car’s roof as the air passes over it.
Worse still, once the air makes its way to the rear window, the notch created by the window dropping down to
the trunk creates a vacuum (or low pressure space) that the air is not able to fill properly. The flow is said to
detach and the resulting lower pressure creates lift that then acts upon the surface area of the trunk. Prior to
the use of aerodynamic devices to reduce these effects, race car drivers would feel the car becoming “light”
in the rear when travelling at high speeds.
Not to be forgotten, the underside of the car is also responsible for creating lift or downforce. If a car’s front
end is lower than the rear end, then the front end restricts the air flow under the car and the widening gap
between the underside and the road creates a low pressure area. If there is neutral or higher air pressure above
the car, then we get downforce due to the difference in the pressure above and below the car. See the diagram
LD2 below:
8
09-08-2017
Composed of:
1. Turbulent air flow around vehicle body
(85%)
2. Friction of air over vehicle body (12%)
3. Vehicle component resistance, from
radiators and air vents (3%)
9
09-08-2017
10
09-08-2017
Use Spoilers : Spoilers are widely used on sedan type cars such as NASCAR stock cars. These aerodynamic
aids producedownforce by creating a “dam” at the rear lip of the trunk, raising the air pressure over the trunk.
Where a notch left by the rear window exists a spoiler can help restore prssure to the void behind the window
Use Wings : Wings are the inverted version of what you find on aircraft. They work very efficiently, and in
less aggressive forms generate more downforce than drag, so they are loved in many racing circles and by
high performance road car builders. Wings are best placed in areas that have clear airflow to them. Placing a
wing behind an obstruction reduces the downforce the wing can produce.
Use Front Air Dams : Air dams at the front of the car restrict the flow of air reaching the underside of the
car. This creates a lower pressure area under the car, effectively providing downforce. In many cases, the air
dam also reduces the Cd of the vehicle. This low pressure area, in combination with the higher
pressures above the front and top of the vehicle, generatesdownforce at the front of the vehicle.
11
09-08-2017
Gradient resistance
R g W sin g
Due to small highway grades g tan g 1
R g W tan g WG
G grade as vertical rise per
some horizontal distance
12
09-08-2017
13
09-08-2017
14
09-08-2017
15
09-08-2017
Manual gearboxes :
Gear Ratios
• When two gears are in mesh, a gear ratio exists
• Driven Gear = Ratio
Drive Gear
• Example:
– Drive gear has 14 teeth
– Driven gear has 28 teeth
– 28 14 = 2:1 ratio (two to one ratio)
– The drive gear must rotate twice
to make the driven gear rotate once
16
09-08-2017
Reversal of Direction
• When two gears are in mesh one will spin
the opposite direction of the other
• Idlers are used to reverse direction
Speed Change
• The change in RPM from the input gear to the output gear is
directly proportional to the gear ratio
• Example: 3:1 gear ratio
– Input gear turns at 900 RPM
– Output gear turns at 300 RPM
Torque Multiplication
1 inch 3 inches
• The change in torque from the input
gear to the output gear is directly
proportional to the gear ratio
17
09-08-2017
3 200 ft/lbs 2000 1:1 200 ft/lbs 2000 RPM Direct Drive
RPM
18
09-08-2017
19
09-08-2017
20
09-08-2017
21
09-08-2017
Synchronizers
• A device used to bring two adjacent members to
the same speed before allowing the sleeve to
engage them.
• The two elements are friction clutch and toothed
clutch.
• Lock the positive engagement until speeds are
synchronized .
• Establish the positive engagement and power flow.
• Synchronizer is splined on the shaft Cone on the
gear (blue) fits into cone-shaped area in the collar.
• Friction between the cone and collar synchronize
the collar & gear.
• The outer portion of the collar (sleeve) then slides
so that the dogteeth engage the gear.
17
22
09-08-2017
Factors to be
23
09-08-2017
Basic design of the transmission involves first determining the maximum &
minimum ratios and then selecting the intermediate ratios.
Type of vehicle
Type of engine
Other factors
24
09-08-2017
25
09-08-2017
When choosing the lowest and highest gear ratio ,the factor to be considered is
not just the available engine power , but it also depends the weight of the
vehicle and load expected to propel , so power to weight ratio is important .
Power to weight ratio = Brake power developed / laden weight of the vehicle.
26
09-08-2017
27
09-08-2017
28
09-08-2017
• Traffic density , road condition determines maximum speed .ie minimum ratio
• Better acceleration is provided by intermediate gears.
• Overall gear ratio( ratio between largest and smallest ratios) depends on
- specific power output of the vehicle (power to weight ratio)
- Intended use
• vehicles with low specific power output like commercial vehicles need a larger
overall gear ratio same applies for vehicles with diesel engines which have a
small engine speed spread .
• In practice this ratio would differ depend on the size of the eng. and wt of the vehicle.
• car with large engine might have an ratio of 3 : 1 , medium weight commercial
vehicle 5.5 : 1 , heavy truck 10: 1 or even higher.
• demand for fuel economy tends to encourage use of overdrive gearboxes and overall
gear ratios as high as 6 : 1 , and cars with five speed gear boxes .
29
09-08-2017
30
09-08-2017
31
09-08-2017
32
09-08-2017
BASIC OPERATION
CBC
AUTOMOTIVE
Page 77
RK
33
09-08-2017
34
09-08-2017
35
09-08-2017
This image cannot currently be display ed. This image cannot currently be display ed.
36
09-08-2017
37
09-08-2017
Hydramatic Transmission
38
09-08-2017
The link ed image cannot be display ed. The file may hav e been mov ed, renamed, or deleted. Verify that the link points to the correct file and location.
39
09-08-2017
Whoever told you that "overdrive" was the gear giving you a "burst of speed" when you "floor it" was
completely mistaken. When you "floor it", you are temporarily downshifting to a a lower gear
(overdrive is a "higher" gear), which gives you that boost of power, but at the expense of straining
your engine (thus it should be done sparingly).
In automatic transmissions, overdrive is the highest gear in the transmission. The majority of
automatic transmissions have three speeds plus "overdrive" (a fourth [higher] speed). Overdrive
allows your engine to operate at a lower rpm for a given road speed, which allows your vehicle to
realize better fuel efficiency under high-speed highway conditions. When you turn it "on", you allow
the transmission to shift into overdrive mode only after a certain speed is reached (usually around
45 miles-per-hour) depending on the engine load (the shift to overdrive would not likely occur going
uphill, for example, as the the engine has to work harder under such a condition, and at lower
rpms). When it is "off", your automatic transmission will only use its lower three gears (which is
advisable only if you generally stay under 45 miles-per-hour [like around town], or your vehicle is
being operated in a mountainous area where more engine power is required).
The automatic transmission automatically shifts from overdrive back down to third gear when more
load is present (as under the conditions mentioned above), so it not actually necessary to manually
turn it "off", although it can be helpful. When less load is present, it automatically shifts back into
overdrive. Under certain conditions, such as driving up a steep hill or towing a trailer, the
transmission may start shifting back-and-forth between overdrive and third gear, trying to "decide"
which gear is best to use (in a case such as this, switching the overdrive "off" would likely be the
best idea). It’s also usually a good idea to shift overdrive "off" when engine braking is desired (a
technique use to get the engine to automatically downshift, as when you are starting to pick-up
speed on a downhill run).
Although manual transmissions don’t call them "overdrives", the same goals accomplished by
overdrives in automatic transmissions are effected by having higher gears, such as a "fifth" gear.
40