ABSTRACT

Transmission system is the system by means of which power developed by the engine is
transmitted to road wheels to propel the vehicle. In automobiles, the power is developed by the
engine which is used to turn wheels. Many typical automobile transmissions include the ability
to select one of several gear ratios.
 Table of Contents

Chapter Title Page no.

I Introduction 1

II Literature Review 4

III Methodology 6

3.1 Synchromesh gearbox 6

3.1.1 Construction of synchromesh 7

3.2 Four Wheel Drive 8

3.2.1 Construction of FWD 8

IV Discussion 9

V Conclusion 10
1. Introduction

The transmission systems in vehicles are installed to send signals from one part to another such
as from engines to wheels to ensure mobility. In this process, several components that are fixed
in the back of the engine in a car play integral part. There is limited varitety we find in the
transmission devices across the globe. However, some of the essential components of
transmission system are modular, torque converter, planetary gears, governor, computer, seals,
output shafts, differential, hydraulic designs, axles an pressure plate.

1.2. Types of Transmission System

The automobile transmission system can be classified into two types including manual
transmission and automatic transmission.

In case of the manual transmission system, the vehicle is driven with the assistance of
gearshift and foot clutch. The other components, which are used in this process, are flywheel,
pressure plate and ring gears.

In case of the automobile transmission system, the gears are changed automatically
corresponding with the vehicle’s speed. The basic components essential for this process are
modulator, torque converter, planetary gears, governor, computer, seals and hydraulic designs.

1.3. Features of Transmission System

The manual as well as automatic transmission systems have their own advantages and
disadvantages. To start with, the manual transmission system increases fuel efficiency of the
vehicles. It is cost-effective in terms of maintenance. In this process, the driver has the optimum
control over the vehicle. Automobiles enabled with manual transmission system can overtake
other vehicles much easily as it comes with extra throttle valve. It allows driver to go for lower
gear that makes the process more powerful.

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The automatic transmission systems remove the task of depressing clutch pedal and choosing a
gear ratio. The process makes the task simple and easy. Unlike manual transmission, the auto
transmission system has only two pedals instead of three. To select any mode, the driver needs to
use a gear-shift lever fixed on the car floor. Here, the person needs to maneuver through shift
lock buttons provided on the lever.

In the vehicles enabled with automatic transmission system, you would find P for Park, R
for Reverse, N for Neutral and D for Drive. On the selection of option P, the transmission system
gets locked mechanically. The car stops to move. The Neutral option is selected to stop the
wheels completely. If driver puts car on Neutral mode, one cannot start it. However, car can be
shifted forth or back smoothly. Reverse mode helps the driver to drive in reverse direction. For
this, the driver needs to push the shift lock button on the lever. Drive option allows the car to go
in forward direction through various forward gears.[1]

1.4. Background History of Manual Transmission System

French inventors Louis-Rene Panhard and Emile Levassor are credited with the
development of the first modern manual transmission. They demonstrated their three-speed
transmission in 1894 and the basic design is still the starting point for most contemporary manual
transmissions.

Panhard and Levassor used a chain drive on their original transmission. In 1898 auto
maker Louis Renault used their basic design, but substituted a drive shaft for the drive chain and
added a differential axle for the rear wheels to improve performance of the manual transmission.

By the beginning of the 20th century most cars manufactured in the United States
featured a non-synchronized manual transmission based on the Panhard/Levassor/Renault
design. The next major innovation occurred in 1928 when Cadillac introduced the synchronized
manual transmission, which significantly reduced gear grinding and made shifting smoother and
easier.

Manual transmissions were the standard on most vehicle for the first half of the 20th
century, but automatic transmissions were being developed as far back as 1904. General Motors

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introduced the clutchless automatic transmission under the moniker, Hydra-Matic, in 1938, but
the first true fully automatic transmission didn't appear until 1948 with the Buick Dynaflow
transmission.

1.5. Requirements of Transmission System

 Provide means of connection and disconnection of engine without shock and smoothly.

 Provide a varied leverage between the engine and the drive wheels.

 Provide means to transfer power in opposite direction.

 Enable power transmission at a varied angles and varied lengths.

 Enable speed reduction between engine and the drive wheels in the of 5:1.

 Enable diversion of power flow at right angles.

 Provide means to drive the driving wheels at different speeds when required.

 Bear the effect of torque reaction, driving thrust and braking effort effectively.

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2. Literature Review about Transmission System

Without a transmission, cars would be limited to one gear ratio, and the ratio would have
to be selected to allow the car to travel at the desired top speed. If you wanted a top speed of 80
km/hr, then the gear ratio would be similar to third gear in most manual transmission cars. For
example, if a driving using the third gear initially there are no acceleration and the engine will be
screaming. So the transmission uses gear to make more effective use of the engine’s torque and
keep the engine opeating at an appropriate speed. Otherwise, the gear system was designed for
the smooth and comforted for the drivers. The suitable gear ratio matching will be effectiveness
for the fuel consumption and save our environments. There are two type of the gear system
available available at car. The first system is used for force conversation from crank shaft, and
transfer the torque to the driver shaft. The key differences between a manual and an automatic
transmission is that the manual transmission locks and unlocks different sets of gears to the
output shaft to achieve the various gear ratios, while in an automatic transmission, the same set
of gear produces all of the different gear ratios. The planetary gear set os the device that makes
this possible in an automatic transmission. The automatic transmission using the epicyclic gear.

Latest technology for the transmission would be so flexiable in its radios that the engine
could always run at its single, best performance rpm value. That is the idea behind the
continuously variable transmission (CVT). A CVT has a nearly infinite range of gear ratios. In
the past, CVT’s could not compete with four-speed and five-speed transmissions in terms of cost,
size and reliablility. In these days, improvements in design have made CVT’s technology deliver
the Tiptronic gear system. A tiptronic is a type of automatic transmisssion that allows driver
driver flexibility and control by adopting some of the advantages of a manual transmission. A
tiptronic gearbox allows thed driver the overide the automatic mode for better control of
performance. A sequential manual gearbox is a transmission which allows the driver the driver
to select the gear either directly above or below the gear which is currently in use by pulling or
pushing a paddle or lever. This type of transmission is useful in high performance and racing
cars.

Until recently, the CVT has experienced difficulty integrating into the markplace, but
with advances in technology in the latest models of car, this type of transmission is more user-
friendly and is becoming a common alternative to the manual or automatic transmissions. There
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are two types of gearbox in manual transmission system, namely the constant-mesh gearbox and
the synchromesh gearbox. In this report, I will present about the second one.

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3.1. Synchromesh Gearbox

The synchromesh device is a ring with teeth on the inside that is mounted on a toothed
hub which is splined to the shaft. When the driver selects a gear, matching cone-shaped friction
surfaces on the hub and the gear transmit drive, from the turning gear through the hub to the
shaft, synchronising the speeds of the two shafts.

With further movement of the gear lever, the ring moves along the hub for a short
distance, until its teeth mesh with bevelled dog teeth on the side of the gear, so that splined hub
and gear are locked together.

Modern designs also include a baulk ring, interposed between the friction surfaces. The
baulk ring also has dog teeth; it is made of softer metal and is a looser fit on the shaft than the
hub.

The baulk ring must be located precisely on the side of the hub, by means of lugs or
fingers; before its teeth will line up with those on the ring.

In the time, it takes to locate itself, the speeds of the shaft have been synchronised, so that
the driver cannot make any teeth clash, and the synchromesh is said to be unbeatable.

In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as
the gear is engaged the collar initially applies a force to a cone-shaped brass clutch attached to
the gear, which brings the speeds to match prior to the collar locking into place. The collar is
prevented from bridging the locking rings when the speeds are mismatched by synchro rings.

The synchro ring rotates slightly due to the frictional torque from the cone clutch. In this
position, the dog clutch is prevented from engaging. The brass clutch ring gradually causes parts
to spin at the same speed. When they do spin the same speed, there is no more torque from the
cone clutch and the dog clutch is allowed to fall into engagement. In a modern gearbox, the
action of all these components is so smooth and fast it is hardly noticed.

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3.1.1. Construction of Synchromesh

The synchronizer is placed between two gears. So, we can use one unit for two gears. G1
and G2 are the ring-shaped members which are having the internal tooth that fits onto the
external teeth. F1 and F2 are the sliding members of the main shaft. H1, H2, N1, N2, P1, P2, R1
and R2 are the friction surface.

3.1.2 Working Principle and Operation of Synchromesh

In synchromesh gearbox layshaft is connected to the engine directly, but rotates freely
when the clutch is disengaged. Because the gears have meshed all the time, the synchro brings
the layshaft to the right speed for the dog teeth to mesh to achieve desire speed of output shaft.

For first gear, the ring shaft member and the sliding members i.e., G2 and F2 moves
towards left till the cones P1 and P2 rub each other. Then, friction makes their G2 is further
pushed towards left and it engages with the teeth L2. A motion is carried from clutch gear B to
the layshaft gear U1. Then, it goes to layshaft U3, and the motion is moved to the main shaft gear
D. From there the motion is transferred to F2 which is the sliding member and then to the main
shaft for the final drive.

For second gear, the ring shaft and the sliding members i.e., G1 and F1 moves towards
the right till the cones N1 and N2 rub each other. Then the friction makes their speed equal. G1
is further pushed towards the right so that it meshes with the gear. The motion is transferred from
clutch gear B to the shaft gear C. Then, the motion is transferred to the sliding member F1. Then,
it goes to the main shaft for the final device.

For top gear or direct gear, the motion is shifted directly from clutch gear B to the sliding
member F1. Then, from F1 to the main shaft. This is done by moving G1 and F1 to the left.

For reverse gear, the motion is transferred from clutch gear A to the layshaft gear U1.
From there it transferred to layshaft gear U4 and then to the intermediate gear U5. From there to
the main shaft gear E and then to the sliding member F2 and then to the main shaft for the final
device. This is done by the moving G2 towards the right. Intermediate gear helps to achieve this.

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3.2. Construction and Working Principle of Four Wheel Drive and Transfer Case

In four-wheel drive vehicles with overdrive the middle differential is not used. The
engine torque is transmitted to all four wheels by means of a clutch on the propshaft, as required.
The clutch can be engaged manually, or automatically in response to slip. With the use of sprag
clutches, which are usually engaged manually,the torque is transmitted in a fixed ratio between
the front and rear axles; multi-disc or visco clutches permit variable torque distribution.

With the sprag-clutch engaged transmissions, the design complexity, and therefore the
costs, are lower than on permanent drive. Usually, there is no rear axle differential lock, which is
important on extremely slippery roads; while this results in price and weight advantages, it does
lead to disadvantages in the traction.

A transfer case is a part of the drivetrain of four wheel drive, all wheels drive, and other
multiple powered axle vehicles. The transfer case transfers power from the transmission to the
front and rear axles by means of drive shafts. It also synchronizes the difference between the
rotation of the front and rear wheels, and may containone or more sets of low range gears for off-
road use.

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4. Discussion

Since synchromesh device is a balanced type having not only some of the advantages but
also some of the disadvantages.

4.1. Advantages

1. Smooth and noise free shifting of gears which is most suitable for cars,

2. No loss of torque transmission from the engine to the driving wheels during gear shifts,

3. Double clutching is not required,

4. Less vibration, and

5. Quick shifting of gears without the risk of damaging the gears.

4.2. Disadvantages

1. It is extortionate due to its high manufacturing cost and the number of moving
parts,

2. When teeth make contact with the gear, the teeth will fail to engage as they are
spinning at different speeds which causes a loud grinding sound as thet clatter
together.

3. Improper handling of gear may easily prone to damage.

4. Cannot handle higher loads.

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4.3. Conclusion

In this report, brief about synchromesh, and four wheel drive and transfer case have been
presented clearly.

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5. Refrences

1. https://automobiles.mapsofindia.com/useful-information/development-in-transmission
system.html

2. https://itstillruns.com/history-manual-transmissions-5163365.html

6. Appendix

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