2636 PDF

DE-36 (DME)
NUST COLLEGE OF
ELECTRICAL AND MECHANICAL ENGINEERING
DESIGN AND FABRICATION OF AUTOMOTIVE

TRANSMISSION TEST BENCH FOR MERCEDES
BENZ TRUCK (TX 2636)
A PROJECT REPORT
DE-36 (DME)
Submitted by
NC MUHAMMAD ZAFAR IQBAL

PC RAFAQAT ULLAH
PC AMIR SHAHZAD
PC RAJA UMAIR ABBAS
BACHELORS
IN
MECHANICAL ENGINEERING
YEAR
2018
YEAR 2018
PROJECT SUPERVISOR
ASST. PROF. DR. RAJA AMER AZIM

LEC. USAMA BIN PERWEZ
NUST COLLEGE OF
ELECTRICAL AND MECHANICAL ENGINEERING
PESHAWAR ROAD, RAWALPINDI

DECLARATION
We hereby declare that no portion of the work referred to in this Project Thesis has been
submitted in support of an application for another degree or qualification of this of any other
university or other institute of learning. If any act of plagiarism found, we are fully
responsible for every disciplinary action taken against us depending upon the seriousness of
the proven offence, even the cancellation of our degree.
COPYRIGHT STATEMENT
 Copyright in text of this thesis rests with the student author. Copies (by any
process) either in full, or of extracts, may be made only in accordance with
instructions given by the author and lodged in the Library of NUST College of
E&ME. Details may be obtained by the Librarian. This page must form part of any
such copies made. Further copies (by any process) of copies made in accordance
with such instructions may not be made without the permission (in writing) of the
author.
 The ownership of any intellectual property rights which may be described in this
thesis is vested in NUST College of E&ME, subject to any prior agreement to the
contrary, and may not be made available for use by third parties without the
written permission of the College of E&ME, which will prescribe the terms and
conditions of any such agreement.
 Further information on the conditions under which disclosures and exploitation
may take place is available from the Library of NUST College of E&ME,
Rawalpindi.
2
ACKNOWLEDGEMENTS
What looked like an insurmountable task at the beginning has eventually

turned into a reality. Endless hours of toil, grit and resilience has finally
bore fruits and with the Grace of Almighty Allah we have been able to
accomplish this feat. Still it would not have been possible without the
guidance and moral support of many entities. First of all, we would thank
the Administration of Department of Mechanical Engineering, College of
Electrical and Mechanical Engineering, NUST for technical support. We are
also truly thankful to Assistant Professor Dr. Raja Amer Azim and Lecturer
Usama Bin Perwez for their precious and valued support, input and critical
analysis of our work. Without their expertise and experience, the realization
of this project would not have been possible. After this we would like to
thank the management, staff and all crew members of EME Central
workshop 502, who helped us in accomplishment of this project. Last but
not the least, we are extremely thankful towards our families, friends and
colleagues for their constant encouragement and praise which was vital for
the completion of this project.
3
ABSTRACT
Although having a lot number of heavy duty trucks, we don’t have any standard testing
equipment for transmission system prior to installation in trucks. There is no specific and
standard way of testing transmission system. Transmission system is the brain of any
vehicle, performance of any vehicle depends on stability and reliability of transmission
system. So there is a need of transmission system test bench to check different
technological parameters in time effectively and must be time saving. They are using a
very old and inefficient way of testing. After maintenance they install whole system in
truck again and give it a road test in which one has to drive truck about 400 km. and if any
problem occurs they will again unmounts it from truck and overhaul it again. This is not
an efficient way of performing test.
So we were indicated this problem by one of the high level maintenance and overhauling
workshop of Army, to design and fabricate the transmission system for one the most used
heavy duty truck in Pakistan and that Mercedes Benz Truck (TX 2636). In this project, we
are required to design a system level test bench that may check following parameters
effectively.
 Gear ratios
 Smooth shifting of gears
 Oil pressure in torque converter
 Oil temperature in gear box
After visiting the site area we found out that there is already a system level test bench for
testing of automatic transmission system. So were required to modify the existing
transmission test bench that is used for light transport vehicles and make it compatible for
heavy duty trucks.
Keeping an eye on the frequency of trucks needed daily in field area, we designed a test
bench and performed above mentioned tests with greater accuracy. By this project more
than 5 systems can be checked in a day after overhauling which is far greater than existing
method of testing. This reduced time consumption and gave better and accurate results.
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TABLE OF CONTENTS
DECLARATION AND COPYRIGHT CERTIFICATE 02
ACKNOWLEDGEMENTS 03
ABSTRACT 04
TABLE OF CONTENTS 05
LIST OF TABLES 09
LIST OF FIGURES 10
Chapter 1
Introduction
1. Problem Statement: ................................................................................................. 12
2. Proposed solution:................................................................................................... 12
3. Literature Review:................................................................................................... 12
3.1 Design goals: ....................................................................................................... 13
3.2 Design layout:...................................................................................................... 13
3.3 Working of prescribed system:............................................................................ 14
3.4 Tests Performed: ................................................................................................. 14
4. Summery: ................................................................................................................ 15
Chapter 2
Transmission System
1. Introduction: ............................................................................................................ 16
2. Types of Transmissions: ......................................................................................... 16
3. Manual Transmissions: ........................................................................................... 17
3.1 Stages of Manual transmission:........................................................................... 17
3.1.1 Clutch fully depressed: .................................................................................... 17
3.1.2 Clutch slips: ..................................................................................................... 17
3.1.3 Clutch fully released: ....................................................................................... 17
3.2 Parts of Manual Transmission: ............................................................................ 18
3.2.1 Gear box: ......................................................................................................... 19
3.2.2 Clutch: ............................................................................................................. 20
3.2.3 Dog clutch: ...................................................................................................... 21
3.3 Working of manual transmission: ....................................................................... 22
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3.4 Manual Transmission with Torque Converter: ................................................... 23
4 Automatic Transmissions: ...................................................................................... 23
4.1 Modes of automatic transmission:....................................................................... 24
4.2 Parts of automatic transmission: ......................................................................... 24
4.2.1 Torque converter:............................................................................................. 24
4.2.2 Planetary gear system: ..................................................................................... 26
4.2.3 Hydraulic System:............................................................................................ 27
5. Semi-Automatic Transmission System: .................................................................. 29
5.1 Working of Semi-Automatic Transmission System:........................................... 30
5.2 Comparison to other automated transmissions: .................................................. 31
5.3 Advantages of semi-Automatic Transmission system: ....................................... 32
6. Continuously Variable Transmissions (CVT): ....................................................... 33
6.1 CVT Using Belts: ................................................................................................ 34
6.2 CVT Using Double-Idler Assembly: ................................................................... 34
Chapter 3
Transmission Test Bench
1. Introduction ............................................................................................................. 36
2. Need of Testing: ...................................................................................................... 36
3. Technical Specification of Phoenix Dynamometer: ............................................... 37
4. Transmission Tests: ................................................................................................ 38
4.1 Synchromesh Test: .............................................................................................. 38
4.2 Driving Test: ....................................................................................................... 38
4.3 Dragging test: ...................................................................................................... 39
5. Dynamometer accessories: .................................................................................. 39
5.1 Transmission Dynamometer Universal:............................................................... 39
5.2 Oil Cooler: .............................................................................................................. 39
5.3 Air Compressor: ...................................................................................................... 40
5.4 LIGHT SPEED Dynamometer Management and Control Instrumentation: ....... 40
5.5 Throttle Control, Servo, Linear Actuator: ............................................................... 41
5.6 Test Cell Instrumentation Unit: .............................................................................. 41
6. Methodology: .......................................................................................................... 42
6.1 Pre Test Arrangements: ....................................................................................... 42
6
6.2 Important steps to perform (TX 2636) transmission Test: .................................. 44
Chapter 4
Design and Analysis
1. Design Configurations: ........................................................................................... 47

1.1 Fixed Plate:.......................................................................................................... 47
1.1.1 Stress analysis: ................................................................................................. 48
1.2 Spacer: ............................................................................................................. 48
1.3 Rotating Plate # 1: ............................................................................................... 49
1.4) Design requirement for analysis: ......................................................................... 49
1.4.1 Static Structural Analysis: ............................................................................... 50
1.4.2 Total Deformation: .......................................................................................... 50
1.5) Rotating Plate # 2: ........................................................................................... 51
1.5.1 Stress Analysis: ................................................................................................ 51
2. Working of Design:................................................................................................. 52
2.1 Fabricated Parts: .................................................................................................. 52
2.2 Installed Parts: ..................................................................................................... 53
Chapter 5
Test Results
1. Theoretical Calculations: ........................................................................................ 54

1.1) First Gear: ............................................................................................................ 54
1.2) Second Gear: ....................................................................................................... 55
1.3) Third Gear: .......................................................................................................... 56
1.4) Reverse Gear: ...................................................................................................... 58
2. Experimental Results: ............................................................................................. 59
2.1 Comparison between Theoretical and Experimental Results: ............................. 61
3. Summary: ................................................................................................................ 61
Chapter 6
Limitations
1. Project Limitations: ................................................................................................. 62

Chapter 7
Conclusion
7
1. Comparison with Conventional Testing: ................................................................ 63
Chapter 8
Recommendations for Future Work
1. Recommendations: .................................................................................................. 64
1.1) Vibrational Analysis: ........................................................................................... 64
1.2) New design: ......................................................................................................... 64
REFERENCES .................................................................................................................. 65
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LIST OF TABLES
Table 1-Operational Specification of Test Bench .............................................................. 37

Table 2-Technical Specifications of Dynamometer ........................................................... 37
Table 3-1st gear Calculations ............................................................................................. 54
Table 4-2nd gear Calculations ........................................................................................... 56
Table 5-3rd Gear Calculations: .......................................................................................... 57
Table 6-Reverse Gear Calculations: .................................................................................. 58
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LIST OF FIGURES
Figure 1-Transmission test bench layout ........................................................................... 13

Figure 2-Torque converter connector................................................................................. 14
Figure 3-Manual Transmission .......................................................................................... 19
Figure 4-Clutch Assembly ................................................................................................. 20
Figure 5-Dog Clutch .......................................................................................................... 21
Figure 6-Automatic Transmission ..................................................................................... 23
Figure 7-Torque Converter ................................................................................................ 25
Figure 8-Torque converter Parts ........................................................................................ 26
Figure 9-Planetary Gear System ........................................................................................ 26
Figure 10-Input, Intermediate and Output Shafts............................................................... 27
Figure 11- Continuously variable Transmission system (CVT) ........................................ 33
Figure 12-Dynamometer .................................................................................................... 38
Figure 13- Transmission Dynamometer Universal ............................................................ 39
Figure 14- Oil Cooler ......................................................................................................... 39
Figure 15- Air Compressor ................................................................................................ 40
Figure 16- Dynamometer Control Unit .............................................................................. 40
Figure 17- Throttle control and linear actuator .................................................................. 41
Figure 18- Test Cell Instrumentation Unit ......................................................................... 41
Figure 19 ............................................................................................................................ 42
Figure 20 ............................................................................................................................ 42
Figure 21 ............................................................................................................................ 43
Figure 22 ............................................................................................................................ 43
Figure 23-Design of Fixed plate ........................................................................................ 47
Figure 24- Analysis of fixed plate on ANSYS................................................................... 48
Figure 25- Spacer ............................................................................................................... 48
Figure 26- Design of rotating plate #1 ............................................................................... 49
Figure 27-Modified Design in of rotating plate #1 ............................................................ 49
Figure 28- Stress analysis of modified design ................................................................... 50
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Figure 29- Total Deformation analysis in ANSYS ............................................................ 50
Figure 30- Design of Rotating plate # 2 ............................................................................. 51
Figure 31- Stress analysis of rotating plate # 2 .................................................................. 51
Figure 32- Fabricated fixed plate ....................................................................................... 52
Figure 33- Fabricated rotating Plate # 2 ............................................................................. 52
Figure 34- Fabricated rotating plate # 3 ............................................................................. 52
Figure 35- Installed Parts on Test Bench ........................................................................... 53
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CHAPTER 1
INTRODUCTION
1. Problem Statement:
There are 300+ vehicles in Army workshops which require overhauling and repairing of
transmission system. Due to the unavailability of test bench there is no standard for
testing of transmission, every time after overhauling in workshop each transmission
system is installed in vehicle and they give it a road test which is very time consuming
and cumbersome. It is also not very efficient way of testing, during road test if any
problem occurs they again disassemble the whole system and manually overhaul it again
and again until it meet working and operational requirements.
2. Proposed solution:
To overcome above mentioned problem, we motivated ourselves to come up with a
solution and help the Pakistan Army. As stated earlier it’s not an efficient way to solve
the problem in a situation where one have to send vehicles in field area. So we modified
the existing Dynamometer already working for testing of APC Transmission system, and
made it compatible for testing of Transmission system of a heavy duty truck TX 2636. We
designed and fabricated some parts of test bench and mounted our system on it. Right
now they are using existing transmission system for testing of Armored Personal Carrier
(APC) which is a four speed transmission system. System under our consideration is 8
speed forward and one reverse gear system. Basic function of test bench is to provide the
required rpm to check maximum speed and smooth gear shifting. So we tested the system
under consideration and collected the results.
3. Literature Review:
Few years back engineers and other auto specialists felt the need of system to check gear
ratios, smooth shifting of gears, temperature and pressure of working fluid in transmission
system. So they designed a test bench to overcome this problem. They designed a system
to check mostly automatic transmission systems, temperature and pressure of working
fluid in torque converter.
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3.1 Design goals:
Design goals were set prior to fabricate system. Design goals are those basic requirements
one should consider before going for test bench design [1].
Following are basic goals:
1. Adaptability
2. The design of a set of transmission housings.
3. Shell and hydraulic torque converter structure to be mounted
4. Numeric control unit
5. Cooling system for oil
3.2 Design layout:
Figure given below is representing the layout of test bench in which different design
requirements are shown.
Figure 1-Transmission test bench layout
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Here numbers are showing following parts of
test bench.
1. Bench
2. Power source
3. Torque sensor
4. Power connector
5. Torque converter connector
6. Automatic Transmission
7. Load
8. Control system
Figure 2-Torque converter connector
3.3 Working of prescribed system:
Working of test bench is like, the power source replaces the engine and drives the torque
converter to rotate. This test stand uses a speed-adjusting motor as a power source,
through the leather belt and the leather wheel it is transmitted to the input shaft, and then
transmitted through the power connector to the hydraulic torque. Here motor works as
engine works in any vehicle.
3.4 Tests Performed:
After the newly repaired Automatic Transmission is loaded, the following tests are
required:
1. Oil pressure control test
2. Torque converter lock Test
3. Time lag test
4. Slip test
5. Change shock test
6. Operation noise test
7. Engine braking test
8. Manual gear change Test
9. Stall test
These tests are all available on this test bench
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4. Summery:
Many countries have been using such kind of test benches and have been testing their
transmission systems. But not any one has checked transmission system of Mercedes
Benz Truck (TX 2636) on transmission test bench which is 8 speed transmission system
with torque converter and a clutch assembly for manual gear shifting. This 8 speed system
is manual transmission system but torque converter is used to empower the engine at the
start of operation, as this is a heavy duty truck used in battle field. So at the beginning
engine is required to deliver more power to speed up the vehicle which is not possible in
short time so torque converter provides extra torque using the impeller and stator
assembly connected in it, to overcome this issue. Checking of all parameters discussed is
not possible at this stage as it needs to change the programming of company made control
unit, so only those parameters were checked that are compatible with existing system.
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CHAPTER 2
TRANSMISSION SYSTEMS
1. Introduction:
The mechanism that transmits the power developed by the engine of automobile to the
driving wheels is called the Transmission System or power train. The transmission is a
mechanical component designed to transmit power from a vehicle’s engine to the drive
axle, which makes the wheels drive the vehicle. By varying the gear ratio, the
transmission alters the levels of power and speed to the wheels. For example, in low
ranges, the transmission provides more power and less speed; in high ranges, just the
opposite is true. This reduces the load on the engine, while increasing the vehicle’s speed
and fuel economy.
Most modern gearboxes are used to increase torque while reducing the speed of a prime
mover output shaft (e.g. a motor crankshaft). This means that the output shaft of a
gearbox rotates at a slower rate than the input shaft, and this reduction in speed produces
a mechanical advantage, increasing torque. A gearbox can be set up to do the opposite and
provide an increase in shaft speed with a reduction of torque. Some of the simplest
gearboxes merely change the physical rotational direction of power transmission.
Conventional gear/belt transmissions are not the only mechanism for speed/torque
adaptation. Alternative mechanisms include torque converters and power transformation
(e.g. diesel-electric transmission and hydraulic drive system). Hybrid configurations also
exist. Automatic transmissions use a valve body to shift gears using fluid pressures in
response to speed and throttle input.
2. Types of Transmissions:
 Manual Transmissions
 Automatic Transmissions
 Semi-Automatic Transmissions
 Continuously Variable Transmissions (CVT)
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3. Manual Transmissions:
As the name suggests, the selection of gear ratios on manual transmissions is
accomplished by manually shifting a gear selector mechanism that disengages one gear
and selects another. Most modern types of this transmissions have five or six forward
(and one reverse) gears [5].
This type of transmission is connected to the engine via a clutch, which if disengaged (by
pressing the foot pedal or hand lever), removes torque from the system. With the clutch
engaged, power is delivered to the transmission through an input shaft that is separated
from the primary cluster, and which can rotate at a different speed to the cluster. The
cluster is comprised of gears that can be moved to either engage, or disengage from fixed
gears on the secondary shaft, which is normally located below the cluster gears, and
supported by roller bearings in its casing.
3.1 Stages of Manual transmission:
3.1.1 Clutch fully depressed:
The clutch is fully disengaged when the pedal is fully depressed. There will be no
torque being transferred from the engine to the transmission and wheels. Fully
depressing the clutch allows the driver to change gears or stop the vehicle.
3.1.2 Clutch slips:
The clutch slips is the point that vary between being fully depressed and released.
The clutch slip is used to start the vehicle from a stand still. It then allows the engine
rotation to adjust to the newly selected gear ratio gradually. It is recommended not to
slip the clutch for a long time because a lot of heat is generated resulting in energy
wastage.
3.1.3 Clutch fully released:
The clutch is fully engaged when the pedal is fully released. All the engine torque
will be transmitted to the transmission. This results in the power being transmitted to
the wheels with minimum loss.
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There are two basic types of manual transmissions. The sliding gear type and the constant-
mesh design. With the basic - and now obsolete -- sliding-gear type, nothing is turning
inside the transmission case except the main drive gear and cluster gear when the trans is
in neutral. In order to mesh the gears and apply engine power to move the vehicle, the
driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift
linkage and forks to slide a gear along the main shaft, which is mounted directly above the
cluster. Once the gears are meshed, the clutch pedal is released and the engine's power is
sent to the drive wheels. There can be several gears on the main shaft of different
diameters and tooth counts, and the transmission shift linkage is designed so the driver
has to be unmeshed one gear before being able to mesh another. With these older
transmissions, gear clash is a problem because the gears are all rotating at different
speeds.
All modern transmissions are of the constant-mesh type, which still uses a similar gear
arrangement as the sliding-gear type. However, all the main shaft gears are in constant
mesh with the cluster gears. This is possible because the gears on the main shaft are not
splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main
drive gear, cluster gear and all the main shaft gears are always turning, even when the
transmission is in neutral [5].
To prevent gears from grinding or clashing during engagement, a constant-mesh, fully

"synchronized" manual transmission is equipped with synchronizers. A synchronizer
typically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings (or
springs) and blocking rings. The hub is splined onto the main shaft between a pair of main
drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the
hub while also holding the floating blocking rings in proper alignment.
3.2 Parts of Manual Transmission:
 Gear box
 Clutch
 dog clutches
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Figure 3-Manual Transmission
3.2.1 Gear box:
Gear box of Transmission system consist of three main shafts:

 Input shaft
 Output shaft
 Counter shaft
The gearbox provides a selection of gears for different driving conditions: standing start,
climbing a hill, or cruising on level surfaces. The lower the gear, the slower the road
wheels turn in relation to the engine speed. It is located between Clutch & Propeller shaft.
It is provided with either 4 speed or 5 speed ratios or more depending on design. Gear
ratio is varied by Gear shift lever.
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3.2.2 Clutch:
In all vehicles using a transmission (virtually all modern vehicles), a coupling device
is used to separate the engine and transmission when necessary. This is because most
internal-combustion engines must continue to run when in use, although a few modern
vehicles shut off the engine when the vehicle is stationary. The clutch accomplishes
this in manual transmissions [5].
 When the clutch pedal is fully depressed, the clutch is fully disengaged, and
no torque is transferred from the engine to the transmission (and by extension to
the drive wheels). In this uncoupled state it is possible to select gears or to stop
the vehicle without stopping the engine.
 When the clutch pedal is fully released, the clutch is fully engaged and all of the
engine's torque is transferred. In this coupled state, the clutch does not slip, but
rather acts as rigid coupling to transmit power to the gearbox.
The clutch is typically disengaged by a thrust bearing that makes contact with pressure
petals on the clutch ring plate and pushes them inward to release the clutch pad friction.
Normally the bearing remains retracted away from the petals and does not spin. However,
the bearing can be "burned out" and damaged by using the clutch pedal as a foot rest,
which causes the bearing to spin continuously from touching the clutch plates.
Parts of clutch assembly are:
 Clutch disc  Clutch Release (Throw-out)
 Flywheel  Bearing
 Clutch Disk (Friction Disk)  Linkage
 Pressure Plate
Figure 4-Clutch Assembly
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3.2.3 Dog clutch:
Among many different types of clutches, a dog clutch provides non-slip coupling of
two rotating members. It is not at all suited to intentional slipping, in contrast with
the foot-operated friction clutch of a manual transmission vehicle.
Figure 5-Dog Clutch
The gear selector does not engage or disengage the actual gear teeth which are
permanently meshed. Rather, the action of the gear selector is to lock one of the freely
spinning gears to the shaft that runs through its hub. The shaft then spins together with
that gear. The output shaft's speed relative to the countershaft is determined by the ratio of
the two gears: the one permanently attached to the countershaft, and that gear's mate
which is now locked to the output shaft.
Locking the output shaft with a gear is achieved by means of a dog clutch selector. The
dog clutch is a sliding selector mechanism which is splined to the output shaft, meaning
that its hub has teeth that fit into slots (splines) on the shaft, forcing that shaft to rotate
with it. However, the splines allow the selector to move back and forth on the shaft,
which happens when it is pushed by a selector fork that is linked to the gear lever. The
fork does not rotate, so it is attached to a collar bearing on the selector. The selector is
typically symmetric: it slides between two gears and has a synchromesh and teeth on each
side in order to lock either gear to the shaft.
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3.3 Working of manual transmission:
When you start a manual transmission car, before you turn the key, you disengage
the clutch by pressing down on the clutch pedal. This disconnects power flow between the
engine’s input shaft and transmission. This allows your engine to run without delivering
power to the rest of the vehicle.
With the clutch disengaged, you move the gearshift into first gear. This causes a shifting
rod in your transmission’s gearbox to move the shifting fork towards first gear, which is
mounted to the output shaft via ball bearings.
This first gear on the output shaft is enmeshed with a gear that’s connected to
a countershaft. The countershaft connects to the engine’s input shaft via a gear and spins
at the same speed as the engine’s input shaft.
Attached to the shifting fork is a synchronizer collar. The synchronizer collar does two
things:
1. It firmly mounts the driving gear to the output shaft so the gear can deliver power
to the output shaft
It ensures that the gear syncs up with the speed of the output shaft.
2. Once the synchronizer collar is enmeshed with the first gear, the gear is firmly
connected to the output shaft, and the vehicle is now in gear.
To get the car moving, you press down slightly on the gas (which creates more engine
power) and slowly take your foot off the clutch (which engages the clutch and reconnects
power between the engine and transmission gearbox). Because the first gear is large, it
causes the output shaft to spin more slowly than the engine’s input shaft, but deliver more
power to the rest of the drivetrain. This is thanks to the wonders of gear ratios.
If you’ve done everything correctly, the car will slowly begin to move forward.
Once you’ve got the car going, you’ll want to go faster. But with the car in first gear,
you’re not going to be able to go very fast because the gear ratio causes the output shaft to
turn at a certain speed. If you were to floor the gas pedal with the car in first gear, you’re
just going to cause the engine’s input shaft to spin really fast (and possibly damage the
motor in the process), but not see an increase in vehicle speed [5].
To increase the speed of the output shaft, we need to shift up to second gear. So we step
on the clutch to disconnect power between the engine and transmission gearbox and shift
into second gear. This moves the shifting rod that has a shift fork and synchronizer collar
22
towards second gear. The synchronizer collar syncs up the second gear’s speed with the
output shaft and firmly mounts it to the output shaft. The output shaft can now spin faster
without the engine’s input shaft spinning furiously to produce the power the car needs.
3.4 Manual Transmission with Torque Converter:

Usually torque converter is used in Automatic or Semi-Automatic Transmission system
but it can be and is used in manual transmission as well. In manual transmission torque
converter is used for heavy duty trucks where high load is to be carried. In start of
working of engine, more torque is needed and engine has to work greater to overcome
load. To assist engine, torque converter operates. When torque reaches around 1300 rpm,
torque converter stops working and only engine operates and perform further operation on
its own.
4 Automatic Transmissions:
In an automatic transmission, the hydraulically operated control systems are managed
electronically by the vehicle’s computer instead of the clutch and gear stick. All the driver
has to do is shift the selector from Park (P) or Neutral (N), into Drive (D), and the gear
shifting will take place automatically and smoothly, without any additional input from the
driver under normal driving conditions. The most popular form found in automobiles is
the hydraulic automatic transmission.
This system uses a fluid coupling in place of a friction clutch, and accomplishes gear
changes by hydraulically locking and unlocking a system of planetary gears.
Figure 6-Automatic Transmission
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4.1 Modes of automatic transmission:
Park (P):
Selecting the park mode will lock the transmission, thus restricting the
vehicle from moving.
Reverse (R):
Selecting the reverse mode puts the car into reverse gear, allowing the
vehicle to move backward.
Neutral (N):
Selecting neutral mode disconnects the transmission from the wheel.
Low (L):
Selecting the low mode will allow you to lower the speed to move on hilly
and middy areas.
Drive (D):
Selecting drive mode allows the vehicle to move and accelerate through a
range of gears.
4.2 Parts of automatic transmission:
 Torque Converter
 Planetary Gear Sets
 Hydraulic System
4.2.1 Torque converter:
Rotational energy is provided by a torque converter, a mechanism consisting of two freely

rotating parts. One half is attached to the engine and the other to the transmission input
shaft. The two halves of the converter are positioned very closely together. The fluid that
circulates between them is influenced by the rotational energy of the engine which in turn
impacts the transmission side of the converter. Torque is transferred from the engine to
the transmission thanks to the shearing strength of fluid. Torque converter is located
between engine and transmission/Transaxle and performs the following functions:
 Transmits and multiplies engine torque.
 Acts as clutch between engine and transmission.
24
 Allows slippage which makes it possible for the transmission to be
engaged in gear even when the vehicle and wheels are stopped.
Figure 7-Torque Converter
There are three major components of Torque convertor as explained below:

 Impeller Pump:
The impeller pump is the outside half of the converter on the transmission side of the
weld line. Inside the impeller pump is a series of longitudinal fins that drive the fluid
around the outside diameter into the turbine because this component is welded to the
cover, which is bolted to the flex plate. The size of the torque converter (and pump) and
the number and shape of the fins all affect the characteristics of the converter.
 Stator:
The stator resides in the very center of the torque converter. Its job is to redirect the fluid
returning from the turbine before it hits the pump again. This dramatically increases the
efficiency of the torque converter. A one-way clutch (inside the stator) connects the stator
to a fixed shaft in the transmission Because of this arrangement, the stator cannot spin
with the fluid it can spin only in the opposite direction, forcing the fluid to change
direction as it hits the stator blades.
There is a point at which both the pump and the turbine are spinning at almost the same
speed, the fluid returns from the turbine, entering the pump already moving in the same
direction as the pump, so the stator is not needed.
25
 Turbine:
The turbine rides within the cover and is attached to the drive train via a spline fit to the
input shaft of the transmission. When the turbine moves, the car moves.
Figure 8-Torque converter Parts
4.2.2 Planetary gear system:
Automatic transmission consist of planetary gear set. In order to understand the process
let’s have a look on different gears and clutch plates. As we can see that there are two
inputs and one output in planetary gear set at low speed. Here input one is called ring gear
input two is called sun gear and gears around sun gears are called planetary gears.
Automatic transmission is all about giving different rotational speed between ring and sun
gears. Now let’s see that how power or speed is transmitted in Allison 1000 6 speed and
reverse transmission set. In automatic transmission there is no direct connection between
input and output shaft
Figure 9-Planetary Gear System
26
Basically input and outputs are connected by shafts called intermediate shaft as shown.
Figure 10-Input, Intermediate and Output Shafts
Two clutch packs are used at a time to transmit the power. Pressing the clutch will
connect the hub to the case. And other clutch pack is connected at the output side. And
most importantly transmission control unit pack will decide when to apply which clutch
unit.
4.2.3 Hydraulic System:
The Hydraulic system is a complex maze of passages and tubes that sends transmission
fluid under pressure to all parts of the transmission and torque converter. Transmission
fluid serves a number of purposes including shift control, general lubrication and
transmission cooling. Unlike the engine, which uses oil primarily for lubrication, every
aspect of a transmission's functions is dependent on a constant supply of fluid under
pressure. In order to keep the transmission at normal operating temperature, a portion of
the fluid is sent through one of two steel tubes to a special chamber that is submerged in
the radiator. Fluid passing through this chamber is cooled and then returned to the
transmission through the other steel tube. A typical transmission has an average of ten
quarts of fluid between the transmission, torque converter, and cooler tank. In fact, most
of the components of a transmission are constantly submerged in fluid including the
clutch packs and bands. The friction surfaces on these parts are designed to operate
properly only when they are submerged in oil.
27
 Oil Pump:
The transmission oil pump (not to be confused with the pump element inside the torque
converter) is responsible for producing all the oil pressure that is required in the
transmission. The oil pump is mounted to the front of the transmission case and is directly
connected to a flange on the torque converter housing. Since the torque converter housing
is directly connected to the engine crankshaft, the pump will produce pressure whenever
the engine is running as long as there is a sufficient amount of transmission fluid
available. The oil enters the pump through a filter that is located at the bottom of the
transmission oil pan and travels up a pickup tube directly to the oil pump. The oil is then
sent, under pressure to the pressure regulator, the valve body and the rest of the
components, as required.
 Valve Body:
The valve body is the brain of the automatic transmission. It contains a maze of channels
and passages that direct hydraulic fluid to the numerous valves which then activate the
appropriate clutch pack or band servo to smoothly shift to the appropriate gear for each
driving situation. Each of the many valves in the valve body has a specific purpose and is
named for that function.
 Shift valves:
Shift valves supply hydraulic pressure to the clutches and bands to engage each gear. The
valve body of the transmission contains several shift valves. The shift valve determines
when to shift from one gear to the next. For instance, the 1 to 2 shift valves determines
when to shift from first to second gear. The shift valve is pressurized with fluid from the
governor on one side, and the throttle valve on the other. They are supplied with fluid by
the pump, and they route that fluid to one of two circuits to control, which gear the car,
runs in. The shift valve will delay a shift if the car is accelerating quickly. If the car
accelerates gently, the shift will occur at a lower speed.
28
 Bands
A band is a steel strap with friction material bonded to the inside surface. One end of the
band is anchored against the transmission case while the other end is connected to a servo.
At the appropriate time hydraulic oil is sent to the servo under pressure to tighten the band
around the drum to stop it from turning.
5. Semi-Automatic Transmission System:

A semi-automatic transmission is also known as a clutch-less manual transmission,
basically this transmission is combination of manual transmission and automatic
transmission.
It allows convenient driver control of gear selection. For most of automotive history,
automatic transmissions already allowed some control of gear selection using the console
or shifter, usually to limit the transmission shifting beyond a certain gear (allowing engine
braking on down hills) and/or locking out the use of overdrive gears when towing. It
enhanced such features by providing either steering wheel mounted paddle shifters or a
modified shift lever, allowing the driver to enter a "manual mode" and select any available
gear, usually in a sequential "up shift/downshift" manner.
Some transmissions allow the driver to have full control of gear selection, though most
will intervene to prevent engine stalling and redlining by shifting automatically at the low
end and/or high end of the engine's normal operating range. Hydraulically-coupled and
most clutch transmissions also provide the option of operating in the same manner as a
conventional automatic transmission, by allowing the transmission's computer to select
gear changes. A few also allow an alternate automatic mode, often called "sport" mode,
where gear selection is still fully automatic but the transmission will favor higher engine
speeds (at which the engine will produce the highest horsepower and/or torque) by up
shifting later when accelerating and downshifting earlier when slowing.
A clutch-less manual facilitates gear changes by dispensing with the need to press
a clutch pedal at the same time as changing gears. It uses electronic sensors, pneumatics,
processors and actuators to execute gear shifts on input from the driver or by a computer.
This removes the need for a clutch pedal which the driver otherwise needs to depress
29
before making a gear change, since the clutch itself is actuated by electronic equipment
which can synchronize the timing and torque required to make quick, smooth gear shifts.
The system was designed by automobile manufacturers to provide a better driving
experience through fast overtaking maneuvers on highways. Some motorcycles also use a
system with a conventional gear change but without the need for manual clutch operation.
5.1 Working of Semi-Automatic Transmission System:

The operation of semi-automatic transmissions has evolved as vehicle manufacturers
experimented with different systems.
Hall Effect sensors sense the direction of requested shift, and this input, together with a
sensor in the gear box which senses the current speed and gear selected, feeds into
a central processing unit. This unit then determines the optimal timing and torque required
for a smooth clutch engagement, based on input from these two sensors as well as other
factors, such as engine rotation, the Electronic Stability Control, air
conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage
the clutch, which is kept in close synchronization with the gear-shifting action the driver
has started. In some cases, the hydro-mechanical unit contains a servomotor coupled to a
gear arrangement for a linear actuator, which uses brake fluid from the braking system to
impel a hydraulic cylinder to move the main clutch actuator. In other cases, the clutch
actuator may be completely electric.
The power of the system lies in the fact that electronic equipment can react much faster
and more precisely than a human, and takes advantage of the precision of electronic
signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and neutralizing the transmission, the driver must
engage both paddles at once; after this has been accomplished, the car will prompt for one
of the three options.
The clutch is really only needed to get the car in motion. For a quicker upshift, the engine
power can be cut, and the collar disengaged until the engine drops to the correct speed for
the next gear. For the teeth of the collar to slide into the teeth of the rings, both the speed
30
and position must match. This needs sensors to measure not only the speed, but the
positions of the teeth, and the throttle may need to be opened softer or harder. The even-
faster shifting techniques like power shifting require a heavier gearbox or clutch or even
a dual clutch transmission.
A typical transmission has the following gears: P, R, N, D, M+, and M-
 P is the parking gear. It locks the transmission.
 R is the reverse gear. It is similar to R in both traditional manual and in full

automatic cars;
 N is the neutral gear. It is similar to N in both traditional manual and full

automatic;
 D is the drive gear. It is equivalent of D in a full automatic. The gearbox in an

AMT car is a manual gearbox, instead of one with a torque converter as in a
traditional automatic;
 M- downshifts a gear in sequential fashion, from M5 (M6 in 6-speed AMT cars)

to M1;
 M+ up-shifts a gear in sequential fashion, from M1 to M5 (M6 in 6-speed AMT

cars).
5.2 Comparison to other automated transmissions:

Modern "Semi-automatic transmissions" usually have a fully automatic mode, where the
driver does not need to change gears at all, operating in the same manner as a
conventional type of automatic transmission by allowing the transmission's computer to
automatically change gear if, for example, the driver were redlining the engine. The semi-
automatic transmission can be engaged in manual mode wherein one can up-shift or
down-shift using the console-mounted shifter selector or the paddle shifters just behind
the steering wheel, without the need of a clutch pedal. The ability to shift gears manually,
often via paddle shifters, can also be found on certain automatic transmissions
and continuous variable transmissions (CVTs).
Despite superficial similarity to other automated transmissions, semi-automatic

transmissions differ significantly in internal operation and driver's "feel" from automatic
31
and CVTs. An automatic, like a standard automatic transmission, uses a torque
converter instead of clutch to manage the link between the transmission and the engine,
while a CVT uses a belt instead of a fixed number of gears. A semi-automatic
transmission offers a more direct connection between the engine and wheels than an
automatic and this responsiveness is preferred in high performance driving applications,
while an automatic is better for street use because its fluid coupling makes it easier for the
transmission to consistently perform smooth shifts, and CVTs are generally found in
gasoline-electric hybrid engine applications.
The semi-automatic transmission may be derived from a conventional automatic; for

instance Mercedes-Benz's AMG Speed shift MCT semi-automatic transmission is based
on the 7G-Tronic automatic, however the latter's torque converter has been replaced with
a wet, multi-plate launch clutch. Chevrolet's Torque-Drive was based on GM's
conventional Power glide, but lacked the vacuum modulator that controls automatic gear
changes. Other semi-automatic transmissions have their roots in a conventional manual;
the SMG II drive logic
5.3 Advantages of semi-Automatic Transmission system:
There are many advantages of using semi-automatic transmission system over manual and
automatic transmission systems.
Following are some advantages of using such system:
 Low cost
 Better fuel efficiency
 Easy adoptable
 Easy to drive
32
6. Continuously Variable Transmissions (CVT):
The CVT or the Continuous Variable Transmission is an ideal design, it varies the
transmission ratio continuously so that it is an automatic transmission with infinite no of
gear ratios. As the result, at any time the most suitable ratio can be chosen so that
performance and energy efficiency are both optimized.
The CVT can be classified into two main types
 CVT using belts

 The CVT using Double-Idler Assembly
Figure 11- Continuously variable Transmission system (CVT)
33
6.1 CVT Using Belts:
This type of CVT consists of a driving belt running between two pulleys, one connect to
the engine output and one to the drive shaft (fig 8). Each pulley comprises of two pieces
of disc, with slope surface. When the discs are positioned far away from each other, the
belt runs in an orbit with relatively small diameter that is equal to a small gear of a
conventional gearbox. When the discs are pushed towards together, the belt is pushed
outside and runs in an orbit of large diameter, which equals to a big gear. As a
result, pushing or easing the discs can vary the transmission ratio. When one pulley is
varied, the other pulley must adapt itself inversely since the length of the belt is fixed.
This also multiplies the change of transmission ratio Steel belts. As the belt is the highly
stressed member, it must be very strong and grip very well on the pulleys But CVT using
belts cannot be used for heavy applications, because of the belt used. The belt usually fails
at higher loads and torque. Modern CVTs use a steel V-section belt. How much torque the
CVT withstand depends on the design of belt. It is almost as flexible as the V-section belt
but much stronger. Therefore it can handle high torque. This belt consists of hundreds of
transverse metal plates and longitude metal tapes. The transverse ones are used to grip the
pulley, the longitude ones hold the transverse plates and deal with strain.
6.2 CVT Using Double-Idler Assembly:
CVTs using belts had a problem in delivering the required torque since excessive
amounts have caused the belts to fail. To address this problem CVT using double idler is
effective which was not based on a belt system. This design is more versatile and safer to
use. The double idler consists of two polyurethane rubber wheels positioned at 90 degrees
to one another and connected by a pair of miter gears. This assembly results in a 1:1
angular velocity ratio between the input and output wheels. Depending upon the
orientation of this assembly, the aforementioned velocity ratios between the cones may be
achieved. The double idler is set upon a carriage that is held in place between the torque
conversion cones by a means of a pivot at the center of the described circle. The idler
assembly can also be adjusted along the plane of the carriage such that the wheels are
always in contact with the cones. This is achieved by tightening a spring against the
34
housing of the double idler. To obtain the desired output ratio, the idler is oriented by a
speed control mounted on the main housing.
This design consists of three components:
 Torque conversion cones
 The double idler assembly
 The main housing.
35
CHAPTER 3
TRANSMISSION TEST BENCH
1. Introduction
A transmission is a machine in a power transmission system, which provides controlled
application of the power. Transmissions can be automatic or manual. In manual
transmission, the operator shift the lever to higher or lower gear to control the speed and
torque of the engine and wheels. The operator presses clutch and then shift the gear for
smooth transmission. There are various tests that should be performed on the gearbox to
ensure its working performance which includes shift performance test, transmission test,
leak test and noise test. Transmission test bench is the test bench which is situated at the
end of assembly line to check the above parameters in driving and the dragging test. The
synchromesh test is carried out to check the test bench is running properly or not.
Any vehicle requires more torque while ascending on the hill and less speed. Vice versa
vehicle requires less torque on level roads. High torque is not required because of the
momentum of the vehicle. Hence some system is needed which can change the vehicle’s
torque and its speed according to the level of road or when operator requires it. This
device is known as Transmission Test Bench. Main function of gearbox is to transmit the
torque and motion between prime shaft and the drive shaft in the driving and the dragging
conditions. The rotation of the front wheel and the rare wheel must be same. The vehicle
will not work if the rotation of the both wheels are different. Same like rpm the torque
must be same for the both wheels i.e. for the front wheel and for the rare wheel [7].
2. Need of Testing:
Let’s talk about that why we are required to test? Why don’t we just overhaul system and
use it after installation? So the answer to this question is that without testing we don’t
know whether our system is working good or not. It may not go to maximum speed and in
any area where no auto repair shop is available if vehicle go out of order then a person
will be in a huge trouble. So to avoid such disasters we must check our system at extreme
situations and it must perform effectively and accurately [2].
36
3. Technical Specification of Phoenix Dynamometer:
Tables and a figures shown below have some useful details and layout of Dynamometer.
Table 1-Operational Specification of Test Bench
Machine type Semiautomatic

Components to be used Transmission System
Components Loading/Unloading Manual
Clamping Arrangement Hydraulic
Sealing Arrangement Manual
Leak Test Manual
Table 2-Technical Specifications of Dynamometer
Electric motor (continuous duty ratings)

Continuous Torque up to 2500 RPM
Constant Power 2,500 – 4,000 RPM
Maximum Speed 4,500 RPM (Bidirectional)
Power/Torque 317 kW [425 hp]
Power Absorbers (per Output) Air-cooled eddy current brakes
Inertia (each) 170 Nm2
Maximum speed 5,000 RPM
Peak Power Absorption 1120 kW [1500 hp]
Continuous Power Absorption 374 kW [500 hp]
Peak Torque @1000 RPM 10,675 Nm
Continuous Torque @1000 RPM 3,560 Nm
Oil Cooling System Liquid to liquid and/or Air to liquid HE
Oil Reservoir Capacity 150 liters
Cooling Capacity Up to 80kW
Temperature Adjustment 75 – 110 °C
Integrated Filtration system 10-micron particle size
Miscellaneous Information
Air Requirements 700 kPa
Power Requirements 500 KVA
Weight 11,280 kg
Installed Footprint (L x W x H) 975 x 250 x 177 cm
37
Figure 12-Dynamometer
4. Transmission Tests:
On transmission test bench certain number of tests are performed and their results are
collected. List of tests is mentioned below
 Synchromesh Test
 Driving Test
 Dragging Test
4.1 Synchromesh Test:
This test is performed to check the internal assembly of the test bench. For this test
gearbox is run at certain speed. In this mode; the power input is from drive shafts and
output through primary shaft. We give torque of 0.1 N-m. To primary shaft and give
different speed to driving shafts so we can get different torque reading. After rotation
all data saved in the computer and check whether reading are according to prescribed
values. Also shift force reading and noise reading [4].
4.2 Driving Test:
This test will be performed to check gearbox in driving condition. Here gearbox will
run at specific speeds .During gear box test in driving condition the power input will
be from primary shaft and output will be through drive shafts. Input Servo motors start
rotating the primary shaft of the gearbox slowly at 2500rpm. The driving servo motors
are applying torque limit 22.5N-m.
38
4.3 Dragging test:
This test will be performed to check gearbox in dragging condition. Here gearbox will
run at specific speeds which are given table. In dragging test the power input is from
drive shafts and output through primary shaft. This test is carried out if the certain
uncertainty form while the vehicles in driving condition. So this test is carried out
only for second to fifth gear [6].
5. Dynamometer accessories:
5.1 Transmission Dynamometer Universal:
 317 KW [425 HP] AC Motor. Force

ventilated with integral blower (ODFV).
 1206 Nm of torque at 2500 rpm
 Integrated heavy duty Drive380 VAC
 Requires 500 KVA dedicated electrical
service minimum.
Figure 13- Transmission Dynamometer

Universal
5.2 Oil Cooler:
 Temperature adjustment range from 70 to 90

Degree centigrade.
 Requires 380 VAC
 Installed in the bed of test bench and cools down the
working fluid
Figure 14- Oil Cooler
39
5.3 Air Compressor:
 Made up of cast iron

 Belt driven
 140 psi maximum pressure
 80-Gallon ASME code tank
Figure 15- Air Compressor
5.4 LIGHT SPEED Dynamometer Management and Control

Instrumentation:
 PC Based control and data acquisition system

 Selectable control modes (Speed, Torque, Power, Manual)
 Ability to create channels with user defined calculations
 Automated Test builder (Profile Editor)
 Alarms for system monitoring and shutdown
LIGHTSPEED
Figure 16- Dynamometer Control

Unit
40
5.5 Throttle Control, Servo, Linear Actuator:
 Includes universal throttle control mount with

Hardware and cables.
 Engine throttle must be spring loaded.
 Standard throttle cable system with hardware
For engine connections.
Figure 17- Throttle control and
linear actuator
5.6 Test Cell Instrumentation Unit:
 Industrial-grade enclosure with wall

mounting hardware. Boom and pedestal
options are available for purchase.
 Includes provisions for all hoses/cables
and fittings necessary for quick
connections.
 Includes provisions for housing/support
of a remote terminal for access to control
functions during test setup. Figure 18- Test Cell Instrumentation
Unit
41
6. Methodology:
6.1 Pre Test Arrangements:

I. Look for the light speed icon (Fig.12) either on desktop or in taskbar on the
main screen of system. Through double clicking light speed will be turned ON
Figure 19
II. Once the light speed is turned ON the screen will look like (Fig.13) shown
below.
Figure 20
42
III. Go through the following illustrations to understand the controls and display
parameters of APC Transmission Test Screen. Figure (Fig. 14) is shown
below.
Figure 21
(RPM LEFT) (COMBINE TORQUE) (POWER OUT (HP)) (RPM RIGHT)

Displays the real displays combine torque Displays combine Displays real
Time RPM of left of both left and right power of left and right time RPM of
Hand PAU PUAs PUAs right PAU
IV. Gear ratios and oil temperatures are shown below in figure (Fig. 15)
Figure 22
DRIVE ENABLE Displays gear ratio Displays Displays TGC oil

Control button to based on input RPM to Transmission Oil temperature in
turn ON or OFF the transmission and Temperature in Fahrenheit
ABB Drive output RPM from Fahrenheit
(By default transmission
SYESTEM ENABLE
turns it ON
automatically)
43
6.2 Important steps to perform (TX 2636) transmission Test:
I. Disconnect the Throttle & Gear Shifting Actuators from the transmission (very
critical).
II. Turn ON the computer system.
III. Make sure all the cables and hoses are connected at appropriated places at
instrumentation enclosure, and transmission.
IV. Turn ON the light speed.
V. After turning ON the light speed the actuators will calibrate automatically
hence it is very critical to disconnect if already connected with transmission.
VI. Click the following button to put necessary information about the test being
performed [3].
VII. Enter the required information.
Clicking OK,
The button will turn green.
44
VIII. Click SYSTEM ENABLE to turn ON water recirculation, motor drive and
blower for electric motor. (Please make sure electricity is turned ON and black
lever on AC drive is turned ON).
IX. Make sure both of the water pumps are running. Open bypass valve about 25%
and make sure water is coming out from bypass valve
X. Take the motor speed to 1500 RPM in Neutral Gear and check the level of oil
in transmission
XI. Make sure the safety guards for Drive Shafts are closed and covering the
moving parts (flanges & output adopters)
XII. By clicking Go to State click FIRST to shift the gear of transmission from
Neutral to First Gear
XIII. Take the motor speed to 1800 RPM and click on record data button shown
below
XIV. Reduce Motor speed to 750 RPM and change gear to LOWER RANGE , once
gear is shifted increase motor speed to 1800-1900 RPM and click on record
data
XV. Reduce Motor speed to 750 and shift the gear to INTERMEDIATE RANGE,
increase motor speed to 1800-1900 RPM and click on record data
XVI. Reduce Motor speed to 750 RPM and shift gear to HIGH RANGE, increase
motor speed to 2000 RPM. By slightly increasing motor speed direct drive will
occurs the Gear Ratio will become 1:1 and input speed will become same to
the output speed of transmission. Record data at this point and reduce motor
speed to 750 RPM
XVII. If lockup does not occur up till 2300-2500 RPM then transmission needs to be
repaired
45
XVIII. Running in idle speed (750RPM) take it to Neutral and make sure the output
speed is between 5-10 RPM or fully stopped. Shift gear to REVERSE position
and click on record data.
XIX. Reduce motor speed to zero (0) RPM and print final report for certification by
clicking following button.
XX. To put load on transmission, Increase load by using Load Set point Slider in
HIGH GEAR with 1800 to 2400 RPM (it’s important to put load by slightly
increasing it i.e. click by click. Observe the motor horse power and do not
exceed the rated horse power of transmission.
XXI. Note: In case to follow any other testing procedure please consult the OEM
Repair Maintenance manual of Transmission being tested.
46
CHAPTER 4
DESIGN AND ANALYSIS
1. Design Configurations:
To adopt modified transmission test bench some new parts were required to design.
So new parts were designed, analyzed and fabricated to accomplish the motto.
1.1) Fixed Plate:
 This plate is used to attach transmission system with it.

 This part is connected with test bench from side holes
 And circular holes are used to connect the housing of transmission system.
Figure 23-Design of Fixed plate
47
1.1.1 Stress analysis:
 Distributed load of almost 400 kg is applied on holes and structure is analyzed in

ANSYS.
 Stress analysis is performed on fix plate and von-Mises Stresses are calculated.
Figure 24- Analysis of fixed plate on ANSYS
1.2) Spacer:
 Spacer is the part used to increase distance

between two parts.
 Spacer was used to increase the distance
between fixed plate and rotating plate # 1.
 Need of this part was to overcome the distance
issue. There was a minor distance between
fixed plate and rotting plate # 1, so to increase
that distance up to 4 cm spacer were used.
Figure 25- Spacer
48
1.3) Rotating Plate # 1:
Rotating plate is shown in fig

This plate is connected with driving shaft of test
Bench from rear side and with torque converter
From front side.
Plate is designed in Solid works.
Figure 26- Design of rotating plate #1
1.4) Design requirement for analysis:
For analysis it was impossible to use this

plate only and apply rotating force and
torque on it. So some extra parts are
designed and connected to this part. One
shaft which is same as coming from test
bench is designed and attached with it.
Rotating force is applied on it and analysis
is performed.
Figure 27-Modified Design in of rotating plate #1
 On this part required torque of 1200 rpm was applied.
49
1.4.1 Static Structural Analysis:
Stress analysis is performed on shaft and plate and von-Mises stresses are
calculated. From fig given below it is clear that plate is safe.
Figure 28- Stress analysis of modified design
1.4.2 Total Deformation:
Deformation is checked on plate and it is safe as shaft just has to provide required rotation
of 2500 rpm maximum. Results are shown in fig below.
Figure 29- Total Deformation analysis in ANSYS
50
1.5) Rotating Plate # 2:
Another Plate name as Flange is

designed. This plate is connected with
other side of transmission test bench.
This is connected with load side of
transmission system.
Figure 30- Design of Rotating plate # 2
1.5.1 Stress Analysis:
Stress analysis is performed on this rotating plate and as this plate is of high weight so it’s
mass is also considered.
Figure 31- Stress analysis of rotating plate # 2
51
2. Working of Design:
All these parts mentioned and displayed above are fabricated and then mounted on test
bench. Fix plate remains fix and bears whole load of transmission test bench. Rotating
plate is used to transfer torque to the fluid in torque converter. And last plate is connected
to the other side of test bench and also connected to transmission test bench.
All these parts are made up of mild steel.
Fabricated parts pictures are shown below.
2.1 Fabricated Parts:
Figure 32- Fabricated fixed plate
Figure 33- Fabricated rotating Plate # 2 Figure 34- Fabricated rotating plate # 3
52
2.2 Installed Parts:
System shown below is showing mounted plates on test bench.
Figure 35- Installed Parts on Test Bench
53
CHAPTER 5
TEST RESULTS
1. Theoretical Calculations:
Teeth of all gears involved in gear box of transmission system are numbered and
theoretically gear ratios are calculated.
Theoretical data is explained below.
1.1) First Gear:
Speed is reduced from 2500 rev/min on the input shaft to 942 rev/min on the output shaft.
This whole process is done in two stages. Four gears are actually used in this system. The
gear installed on input shaft has 31 teeth and revolve with the speed of 2500 rev/min.
This gear is meshed with a 37 teeth’s gear, installed on intermediate shaft. Speed is
reduced in a ratio of 1.19:1 i.e. from 2500 rev/min to 2094.59 rev/min. This imply that
intermediate shaft revolves with an angular speed of 2094.59 rev/min.
Now there is another gear installed on intermediate shaft named as gear no.3 at a certain
distance from 37 teeth’s gear. Gear no.3 has 18 teeth and is meshed with a 40 teeth’s gear,
installed on output shaft. Speed is reduced in this second gear set in ratio of 2.22:1 i.e.
from 2094.59 rev/min to 942 rev/min. Hence the desired speed is achieved at output shaft.
Table is given below showing all details.
Table 3- 1st gear Calculations
parameters value units

gear on input shaft no. of teeth 31
face width 50.8 mm
outer Diameter 148.5 mm
inner Diameter 130.2 mm
bore Diameter 25.5 mm
speed on input shaft 2500 rev/min
gear on intermediate shaft no. of teeth 37
connected with gear from input
shaft
face width 50.8 mm
54
speed of intermediate shaft 2094.594595 rev/min
connected with gear from output
shaft
face width 50.8 mm
gear on output shaft no. of teeth 40
face width 50.8 mm
speed on output shaft 942.5675676 rev/min
1.2) Second Gear:
Speed is reduced from 2500 rev/min on the input shaft to 1358.65 rev/min on the output
shaft. This whole process is done in two stages. Four gears are actually used in this
system. The gear installed on input shaft has 31 teeth and revolve with the speed of 2500
rev/min. This gear is meshed with a 37 teeth’s gear, installed on intermediate shaft. Speed
is reduced in a ratio of 1.19:1 i.e. from 2500 rev/min to 2094.59 rev/min. This imply that
from 2094.59 rev/min to 1358.65 rev/min. Hence the desired speed is achieved at output
shaft.
55
Table 4-2nd gear Calculations

face width 50.8 mm
outer diameter 148.5 mm
inner diameter 130.2 mm
bore diameter 25.5 mm

shaft
face width 50.8 mm

shaft
face width 50.8 mm
face width 50.8 mm
1.3) Third Gear:
Speed is reduced from 2500 rev/min on the input shaft to 1884.17 rev/min on the output
shaft. This whole process is done in two stages. Four gears are actually used in this
system. The gear installed on input shaft has 31 teeth and revolve with the speed of 2500
rev/min. This gear is meshed with a 37 teeth’s gear, installed on intermediate shaft. Speed
56
is reduced in a ratio of 1.19:1 i.e. from 2500 rev/min to 2094.59 rev/min. This imply that
from 2094.59 rev/min to 1887.17 rev/min. Hence the desired speed is achieved at output
shaft.
Table 5-3rd Gear Calculations:
Parameters value units

face width 50.8 mm

shaft
face width 50.8 mm

shaft
face width 50.8 mm
face width 50.8 mm
57
1.4) Reverse Gear:
Speed is reduced from 2500 rev/min on the input shaft to 792 rev/min on the output shaft.
This whole process is done in two stages. Four gears are actually used in this system. The
gear installed on input shaft has 31 teeth and revolve with the speed of 2500 rev/min.
This gear is meshed with a 37 teeth’s gear, installed on intermediate shaft. Speed is
reduced in a ratio of 1.19:1 i.e. from 2500 rev/min to 2094.59 rev/min. This imply that
from 2094.59 rev/min to 792 rev/min. Hence the desired speed is achieved at output shaft.
Direction of rotation is also changed.
Table 6-Reverse Gear Calculations:

face width 50.8 mm

shaft
face width 50.8 mm
shaft
face width 50.8 mm
58
face width 50.8 mm
Beside all this calculation, we know that temperature of oil/coolant in gear box must not
reach 150 degree centigrade. Pressure of oil in system must not reach 110 kpa. So these
parameters are to be noted while comparing results with practical data.
2. Experimental Results:
Following parameters were checked during the testing of transmission test of (TX 2636).
 Gear ratio.
 Temperature of working fluid in torque converter.
 Power output.
 Pressure of working fluid in torque converter
 Smooth shifting of gear
 Noise observation
 Oil leakage by inspection
After performing test following experimental data is collected.
It can be seen that test was performed efficiently with minimum waste of time. These
results were then compared with theoretical calculated data. We can see that there is little
bit difference in both values.
After all this results are compared and shown in the form of graph.
59
60
2.1 Comparison between Theoretical and Experimental Results:
From the graph given below it can be seen that there is little difference between
theoretical and experimental results. Error in results shows that there is any mistake in
overhauling and maintenance. So system must be checked again.
Figure 36- Results Comparison
3. Summary:
Test performed on test bench is very good and efficient way of testing Transmission
system. It can be seen that with little modification it is possible to check different
parameters on test bench. Tests performed was the main objective of this project and it
has been done effectively. It can be seen that there is very minor difference in
experimental results as compared to the theoretical values.
61
CHAPTER 6
LIMITATIONS
Although testing of transmission system on test bench is easy and effective way of testing,
but it also includes some limitations
1. Project Limitations:
Testing on test bench is dangerous for the life of test bench. Already test specimen is not
more than 250 kg but system under consideration is of 400+ kg weight. So it may damage
the bearings connected with shaft. Availability of test bench is one of important
limitations. As test bench is already operational for two type of transmission system, and
if we start testing Transmission system TX-2636 on this, it will increase work load. Also,
the staff has to be trained to start and shut off test bench. Also to perform testing, staff
has to be trained and safety measures must be considered. Every time to perform testing
we have to unmount different parts of test bench and install new parts on it that are
compatible with our transmission system. This may cause any damage to the parts of test
bench, they may wear off.
62
CHAPTER 7
CONCLUSION
1. Comparison with Conventional Testing:

After overhauling and complete maintenance, system is installed in truck and then it is
driven at least 400 km to check its stability and other leakage of oil etc. If any leakage
occurs then there is no sensor installed in truck to sense it and alarm before complete
wastage of oil. Also leakage is inspected visually. Conventional testing of transmission
system is very cumbersome and time consuming. Like, if workshop has greater work load
then by conventional way of testing not more than one system can be checked per day.
But by using this test bench at least 5-7 systems can be checked daily and so we can meet
the desired requirement. Also by using transmission test bench we can perform different
tests effectively and within no time. Different sensors installed in test bench make our
work very effective. If oil leakage occurs sensors installed in test bench will beep and in
time it can be corrected. So at the end we can say that testing on test bench is effective in
every aspect.
63
CHAPTER 8
RECOMMENDATIONS FOR FUTURE WORK
1. Recommendations:
Although we did our best to accomplish project and meet the required objective. But as
nothing is perfect in this world, so this testing can be made more effective.
1.1) Vibrational Analysis:
In future vibrational analysis can be performed while testing on test bench. As this is very
huge system and a major part of it is rotating with varying torque, so vibrations produced
in it cannot be ignored. Vibrational analysis can be performed on it to make testing more
reliable and sustainable.
1.2) New design:
Already operational test bench is for APC vehicle, but new system can also be designed
for TX-2636. It may cost little more but it would be independent system for heavy duty
transmission system. It would require a motor with minimum torque of 3000rpm. Also
new housing will be required with good and reliable material.
64
REFERENCES
[1] “Design of Transmission test bench” pp. 2–4.

[2] M. S. Shinde and S. Kulkarni, “Transmission Test Bench,” vol. 13, no. 6, pp.
1557–1561, 2017.
[3] P. D. Systems, “PD144-XD Specifications,” vol. 1, no. 818.
[4] J. Walentynowicz, M. Wieczorek, F. Polak, and G. Boruta, “METHODS OF
VERIFICATION OF MAIN TRANSMISSION GEAR BOXES ON TEST BENCH
USING VIBRATION MEASUREMENT,” vol. 20, no. 4, 2013.
[5] A. Transmission, “Automatic Transmission,” Br. Dent. J., vol. 206, no. 4, p. 232,
2009.
[6] F- Tom, “FEV Transmission Test Bench,” p. 52078, 2011.
[7] ‘‘Transmission testing ’’, http://www.freeasestudyguides.com/automatic-
transmission-pressure-tests.html, 20 January 2018.
65

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DE-36 (DME)

DESIGN AND FABRICATION OF AUTOMOTIVE

NC MUHAMMAD ZAFAR IQBAL

ASST. PROF. DR. RAJA AMER AZIM

ELECTRICAL AND MECHANICAL ENGINEERING

PESHAWAR ROAD, RAWALPINDI

What looked like an insurmountable task at the beginning has eventually

1. Design Configurations: ........................................................................................... 47

1. Theoretical Calculations: ........................................................................................ 54

1. Project Limitations: ................................................................................................. 62

Table 1-Operational Specification of Test Bench .............................................................. 37

Figure 1-Transmission test bench layout ........................................................................... 13

Following are basic goals:

3.2 Design layout:

Figure 1-Transmission test bench layout

Figure 2-Torque converter connector

3.3 Working of prescribed system:

3.4 Tests Performed:

3.1 Stages of Manual transmission:

3.1.1 Clutch fully depressed:

3.1.2 Clutch slips:

3.1.3 Clutch fully released:

To prevent gears from grinding or clashing during engagement, a constant-mesh, fully

3.2 Parts of Manual Transmission:

3.2.1 Gear box:

Gear box of Transmission system consist of three main shafts:

Figure 4-Clutch Assembly

Figure 5-Dog Clutch

3.4 Manual Transmission with Torque Converter:

Figure 6-Automatic Transmission

4.2 Parts of automatic transmission:

4.2.1 Torque converter:

Rotational energy is provided by a torque converter, a mechanism consisting of two freely

Figure 7-Torque Converter

There are three major components of Torque convertor as explained below:

Figure 8-Torque converter Parts

4.2.2 Planetary gear system:

Figure 9-Planetary Gear System

Figure 10-Input, Intermediate and Output Shafts

4.2.3 Hydraulic System:

5. Semi-Automatic Transmission System:

5.1 Working of Semi-Automatic Transmission System:

A typical transmission has the following gears: P, R, N, D, M+, and M-

 P is the parking gear. It locks the transmission.

 R is the reverse gear. It is similar to R in both traditional manual and in full

 N is the neutral gear. It is similar to N in both traditional manual and full

 D is the drive gear. It is equivalent of D in a full automatic. The gearbox in an

 M- downshifts a gear in sequential fashion, from M5 (M6 in 6-speed AMT cars)

 M+ up-shifts a gear in sequential fashion, from M1 to M5 (M6 in 6-speed AMT

5.2 Comparison to other automated transmissions:

Despite superficial similarity to other automated transmissions, semi-automatic

The semi-automatic transmission may be derived from a conventional automatic; for

5.3 Advantages of semi-Automatic Transmission system:

 CVT using belts

Figure 11- Continuously variable Transmission system (CVT)

6.2 CVT Using Double-Idler Assembly:

Table 1-Operational Specification of Test Bench

Machine type Semiautomatic

Electric motor (continuous duty ratings)

4.1 Synchromesh Test:

4.2 Driving Test:

5.1 Transmission Dynamometer Universal:

 317 KW [425 HP] AC Motor. Force