Transmission

Need of Transmission
To provide for disconnecting the engine
from the driving wheels.
To enable the leverage between the engine
and driving wheels to be varied.
It must reduce the drive-line speed from
that of the engine to that of the driving
wheels in a ratio of somewhere between
about 3 : 1 and 10 : 1 or more, according to
the relative size of engine and weight of
vehicle.
 Turn the drive, if necessary, through
90 or perhaps otherwise realign it.
Enable the driving wheels to rotate at
different speeds.
Provide for relative movement
between the engine and driving
wheels.
When the engine is running, to
enable the connection to the driving
wheels to be made smoothly and
without shock.
Types of transmission

Mechanical
Hydraulic
hydrostatic
hydrodynamic
Electric and electromagnetic
Mechanical Transmission

Clutch, gearbox and live

axle.
Clutch, gearbox and dead
axle.
Clutch, gearbox and axle
less transmission
Clutch, gearbox and live axle
transmission
 The engine is at the front, with its crankshaft
parallel to the axis of the vehicle.
The drive is transmitted through a clutch and a
short shaft (c) to the gearbox.
From the gearbox, a propeller shaft or cardan
shaft with a sliding joint at one end and a
universal joint at both ends takes the drive to a
live back axle.
A live axle is one through which the drive is
transmitted, while a dead axle is one that does
not transmit the drive. Bevel or worm gearing (g)
within the axle turns the drive through 90, and
differential gears divide it equally between the
two drive shafts, or Half shafts ( j), which take it
out to the wheels.
 A clutch is used for disconnecting the engine from
the driving wheels.
It must also enable the driver to connect the
engine, when it is running, without shock to the
driving wheels.
The clutch is kept in engagement by a spring-
loading mechanism and is disengaged by
pressure of the foot on a pedal.
So it cannot be disengaged except when the
driver is in the vehicle.
When the driver wants to leave the vehicle with
the engine running he has to disconnect the
engine from the driving wheels by use of the
gear-shift lever, which he sets in a neutral or
gears-disengaged, position.
 The propeller shaft transmits the drive on to the
back axle.
The universal joints at its ends allow both the
engine-and-gearbox assembly and the back axle
to move relative to one another, as their spring
elements deflect.
The sliding joint, usually integral with one of the
universal joints, accommodates variations in
length of the propeller shaft as its rear end rises
and falls vertically with the back axle and its front
end pivots about the universal joint just behind
the gearbox.
Gearing (g), in what is called the final drive unit,
turns the drive through 90 and reduces the
speed in a ratio of about 4 : 1, since the driving
wheels must rotate much more slowly than the
engine.
 Layout of rear-engine vehicles
with live axles

Mainly used in buses and coaches to

set the floor at low level.
This advantage makes it the best
configuration for use in the formula
cars.
Engine placed transversely at the back
 Description
The engine and gearbox are built as
a single unit, which is installed
transversely behind the rear axle.
The clutch is interposed between the
engine and gearbox, while at the
other end of this box is a bevel gear
pair termed the transfer drive.
 To transmit the drive to the rear axle,
the driven gear of the bevel gear pair is
coupled by a universal joint.
The final drive unit is incorporated at
one side of the axle to avoid the
complicacies that might occur in case
the drive is given at the center, instead
of near its centre.
The drive is turned through much less
than 90 from the propeller shaft at
both its final drive and transfer drive
ends, which simplifies the design of
both pairs of gears
 Problems
The drive cant be given to the
center of the drive axle.
Accommodation of the long engine,
gearbox and transfer drive within the
overall width of the vehicle.
Engine placed longitudinally
 Description
The gearbox is mounted separately,
in front of the axle.
Because the universal joints on the
coupling shaft between the engine
and gearbox have to accommodate
only relative movements due to
deflections of the mountings and
vehicle frame or structure instead
of movements of the axles they can
be of a simple type.
Gearbox placed behind the
axle
 Disadvantages of rear mounted
engine
The lengths of the control runs from
the driving position to the back.
The driver may not be able to hear
the engine and judge its speed, for
changing gear, especially in noisy
urban traffic.
Front mounted rear wheel
drive
 Description
Engine is mounted longitudinally
forward of the front wheels and the
gearbox to the rear of them, the final
drive being interposed between the
two.
Its output shaft is below its input
shaft, instead of the more common
arrangement in which the two are in
line.
Front mounted front wheel
drive
Front mounted front wheel drive
 Description
The axes of all the shafts are
transverse relative to the longitudinal
axis of the car.
Spur gears transmit the motion from
clutch to gearbox and from gearbox
to the final drive unit.
The gearbox, the final drive unit and
the engine all sharing the same
lubricant that from the oil sump
itself.
Four wheel drive
 Description
A transfer box is interposed between the
gearbox and back axle unit.
The function of transfer box is to transfer
the drive from the main gearbox to both
the front and rear axles.
Pinion A is driven by a coupling from the
gearbox output shaft. The pinion, through
an intermediate gear B, drives a third gear
C, mounted on the cage of a differential
gear assembly
 From the differential gears, one shaft
is taken forward to the front axle and
the other rearwards to the back axle.
Both the axles house their own
differentials and final drive gears.
At the front outer ends there are
universal joints D, which are
necessary to allow the front wheels
to be steered.