AUTOMOTIVE

POWER TRAIN

MOHAMED ABD ELMAGED 358

MOHAMED ATEF DEWAIR 354
MOHAMED ABD ELMAGED
[Course title]
MOHAMED ATEF DEWAIR

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 [Date]
CONTENTS:

INTRODUCTION…………………………………………………………………………………………………….. 2

Clutch …………………………………………………………………………………………………………… 2
1. Frication type clutch ……………………………………………………………………………………. 3
2. Centrifugal clutch ……………………………………………………………………….. 8
3. Hydraulic clutch ………………………………………………………………………… 9
4. Electromagnetic clutch ……………………………………………………………….10

Gear box ………………………………………………………………………………………………10

1. Manual Transmission …………………………………………………………………………… 12

2. Automatic Transmission ………………………………………………………………………. 14
3. Continuously Variable Transmission (CVT) …………………………………………… 19
Propeller Shaft ……………………………………………………………………………………. 22

Car Differential …………………………………………………………………………………….. 24

Final drive …………………………………………………………………………………………… 29

REFERANCE ……………………………………………………………………………………….. 31

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INTRODUCTION
POWER TRAIN The components that get the engine’s power to the wheels and down to the ground. The
main layout component starting from vehicle engine then fly wheel, clutch, gearbox, propeller shaft ,final drive,

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differential and to the two half shafts. It’s a big system with a lot of moving parts, and if any part of the
powertrain fails, you’re a lot less likely to get where you need to go. This configuration very according vehicle
transmutation layout

1. Clutch
The clutch is the mechanical device which transfers the rotational power from the engine to the wheels.
There are friction clutch and various type of fluid or hydrodynamic coupling.
There are many types of clutch so we will mention, but we will speak about a common used types.

1. Friction clutch
1. Single plate clutch
2. Multi plate clutch ( wet and dry)
3. Cone clutch
a. External
b. Internal
2. Centrifugal Clutch
3. Semi-centrifugal clutch
4. Conical spring clutch or Diaphragm clutch
1. Tapered finger type
2. Crown spring type
5. Positive clutch
1. Dog clutch
2. Spline Clutch
6. Hydraulic clutch
7. Electromagnetic clutch
8. Vacuum clutch
9. Overrunning clutch or freewheel unit

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 1. Frication type clutch

The frication type clutch is the part of the car which connects two or more rotating shafts. In a manual

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transmission car, the clutch controls the connection between the shaft coming from the engine and the
shafts which turn the wheels. It is a vital part of the car´s working machinery as the engine generates power
all the time, and has parts which are constantly rotating, but the wheels are not constantly spinning.
To allow the car to both change speed and to come to a complete stop without turning off the engine, the
connection between the wheels and the engine needs to be temporarily broken.

1.1. Single Clutch Plate

Single plate clutches are one of the most commonly used types of clutches used in most modern light
vehicles. The clutch helps to transmit torque from the engine to the transmission input shaft. As the name
states it has only one clutch plate. It consists of a clutch plate, friction plate (made from asbestos but in new
technology made from ceramic), pressure plate, flywheel, bearings, clutch spring and not bolts
arrangement. The single-plate clutch has only one plate which is attached on splines of the clutch plate.
Single plate clutch is one of the main components of the clutch. The clutch plate is simply thin metallic disc
which has both side friction surfaces.

The flywheel is attached on the engine crankshaft and

rotates with it. A pressure plate is bolted to flywheel
through clutch spring, which provides the axial force to
keep the clutch engaged position, and is free to slide on
the clutch shaft when the clutch pedal is operated. A
friction plate which is fixed between the flywheel and
pressure plate. The friction lining is provided on both
sides of the clutch plate.

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Single plate clutch 1
  Working

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In a vehicle, we operate the clutch by pressing the clutch to peddle (connection between the paddle and
clutch lever may be with wire fig1 or with hydraulic
circuit fig2) for disengagement of gears. Then
springs get compressed and the pressure plate
moves backwards. Now the clutch plate becomes
free between the pressure plate and flywheel. Due to
this now the clutch is getting disengaged and able to
shift the gear. This makes flywheel to rotate as long
as the engine is running and the clutch shaft speed
reduces slowly and then it stops rotating. As long as
the clutch pedal is pressed, the clutch is said to be
disengaged, otherwise, it remains engaged due to
the spring forces. After releasing the clutch pedal the
pressure plate comes back to its original position Engaged and disengaged
and clutch is again engaged.

 Clutch failure and replacing

The hardest-working component in any vehicle with a
manual transmission is the clutch. Every start, every
stop and every gear change means the clutch is
engaging and disengaging. The friction that is created
between the clutch disc, pressure plate and flywheel
when the clutch engages generates heat and wear,
and the more the driver “rides” the clutch pedal or lets
it slip excessively, the hotter the clutch disc gets and
the faster it wears.

Anything that increases the load on the clutch also

accelerates wear. This includes things like towing a
heavy trailer, hauling heavy loads in a pickup truck, or
spinning the tires in a muscle car. Performance engine
mods that boost power also increase the demands on
Figure 1hydrolice clutch system
the clutch.

All clutches are rated to handle a certain amount of

torque. The power rating of the clutch depends on the
application, the power output of the engine and the type of
driving or use the clutch will experience. Larger, heavier
vehicles as well as performance vehicles typically have
stronger or higher capacity clutches. The clutch disc and
pressure plate may have a larger diameter to spread the
load across a larger surface area. The linings on the
clutch disc may be a higher temperature, more wear
resistant friction material. The diaphragm spring or coil
springs in the pressure plate may be stiffer so the clutch
can hold heavier loads without slipping.

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Figure 2wire clutch connection
If a customer is replacing a stock high mileage clutch, a stock replacement kit will likely satisfy your
customer’s needs. However, if the original clutch shows signs of overheating and burning, you may
recommend upgrading to some type of performance clutch.

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If a clutch is slipping because of oil contamination,
the clutch disc should not be replaced until the oil
leak has been identified and repaired. This may
require replacing a rear main crankshaft seal, a
transmission input shaft seal or an intake manifold
gasket set.

If an oil-contaminated clutch disc on a relatively

low-mileage vehicle (say, less than 40,000 miles)
needs to be replaced, the original pressure plate
and release bearing can usually be reused
provided they are in good condition and pass
visual inspection. But if the clutch disc, pressure
plate or release bearing on a high-mileage vehicle
has failed, it’s always a good idea to replace all
three components at the same time. Why? Because Mechanics of corrosion in clutch plate
replacing a clutch is a labor-intensive job, so it
makes sense to replace everything at once so your
customer doesn’t have to replace something else later on.

A clutch kit includes a new or remanufactured clutch disc, pressure plate and release bearing. A kit is the
best way to go because all of the parts are sourced from the same supplier and are matched so the
installed height will be correct. Mismatched parts can sometimes cause engagement and release problems.

Sometimes a clutch won’t release because of a leaky or worn piston seal in the master clutch cylinder or

Slave cylinder, or because the hydraulic fluid has

leaked out of the system. These parts may also
have to be replaced.

On older vehicles that use a cable release

mechanism, the clutch may not release if the cable
is broken or misadjusted. A problem with the pivot
fork that operates the release bearing can cause
similar problems.

Clutch noise is usually caused by a bad release

bearing, but it also can be caused by a bad pilot
bushing in vehicles that have a pilot bushing in the
back end of the crankshaft. The bushing supports
the tip of the transmission input shaft. This may or
may not be included in a clutch kit depending on
the application.
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Failed Subaru Forester clutch throw out bearing
 2. 1. Multi - plate
A multi-plate clutch is a type of clutch that transmits more power from the engine to the transmission shaft
of an automobile vehicle and also, makes up for the torque loss due to slippage. Heavy machinery,

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commercial vehicles, special purpose military vehicles, racing cars, and bikes use this type of clutch.
Scooters and motor-cycles use multi-plate clutches due to limited space in their gearboxes. Multiple
clutches consist of more than three discs or plates so that it is able to provide more torque output.
The need for a Multi-plate clutch

Multi plate clutch1

Construction of a multi-plate clutch

A typical clutch consists of the following parts
• Clutch basket,
• Clutch hub or inner hub,
• Friction plates or drive plates,
• Steel plates or driven plates,
• pressure plates and clutch springs
Types of a Multi-plate clutch

The factors that determine the torque-transmitting

1. The effective radius of the friction

Multi plate clutch
surfaces.
2. The coefficient of friction acting between the friction surfaces.
3. The number of friction surfaces.
4. The clamping force holding the friction surfaces together.

Applications – They have a wide variety of applications in cars, truck s, locomotive

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engines & machines.
 3.1 Cone clutch

Cone clutch consists of two drums- a male & a female. The male drum is attached with

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engine crankshaft and has inner friction lining while the female drum is mounted on a splined
shaft and has outer friction lining.
When the clutch is engaged, the female cone gets inside the male one & they both start
rotating together. The female cone is attached to a pre -compressed spring and has a similar
apparatus as of single plate clutches.

CONE CLUTCH

The main advantage of using cone clutch is that the normal force acting on the friction surface is greater
than the axial force, as compared to the single-plate clutch. That's why the normal force acting on the
friction surface is equal to the axial force.

The cone clutches are basically becoming old because of some disadvantages.

1. Let's consider the angle of the cone is made

smaller than 20°, the male cone tends to bind in
the female cone and it becomes difficult to
disengage the clutch.

2. A small amount of wear on the cone surfaces

has a considerable amount of axial movement of
male cones, for which it will be difficult to allow it.

Applications – Cone clutches are only found in racing cars and extreme off -road vehicles
but more common in powerboats. Small cone c lutches are used as synchronisers in
transmission system & in limited slip differentials (LSD).
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 2. Centrifugal clutch

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Centrifugal clutches are also called as automatic clutches since you don’t need a clutch
pedal and they automatically engage.

To

keep the clutches in the engaged position centrifugal clutch uses centrifugal force, instead of spring force.
In these types of clutches, the clutch is operated automatically depending upon the engine speed. That's
why no clutch pedal is required to operate the clutch. This made so easy for the driver to stop the vehicle in
any gear without stalling the engine. Similarly, you can start the vehicle in any gear by pressing the
accelerator pedal.

Working of Centrifugal clutch

3. It consists of weights A pivoted at B.

4. When the engine speed increases the weights fly
off due to the centrifugal force, operating the bell
crank levels, which press the plate C.
5. The movement of plate C presses the spring E,
Which ultimately presses the clutch plate D on the
flywheel against the spring G.
6. This makes the clutch engaged.
7. The spring G keeps the clutch disengaged at low speeds at about 500rpm.
8. The stop H limits the movement of the weights due to the centrifugal

Application– Mopeds & scooters like Honda Activa, Vespa etc.

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3. Hydraulic clutch

Hydraulic clutches or fluid couplings are a part of a complex part called as torque converters

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which are used in cars with automatic transmission .

The figure shows the mechanism of a hydraulic clutch. It has fewer parts than other clutches. It consists of
an accumulator, control valve, cylinder with piston, pump and a reservoir.

Working of hydraulic clutch

The oil reservoir pumps the oil into accumulator through a pump. The pump is operated by the engine itself.
The accumulator is connected to the cylinder through the control valve. The controlled valve is controlled by
a switch which is attached to the gear lever. The piston is connected to the clutch by a linkage mechanism.
When the driver holds the gear lever to change the gears, the switch opens the control valve allows the oil
under pressure to the cylinder. Due to the oil pressure, the piston moves forward and backwards this
causes the clutch to get disengaged. When the driver leaves the gear lever the switch is open which closes
the control valve and the clutch will be engaged.

Application – Automatic transmissions

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4. Electromagnetic clutch

This types of clutches are operated by electrically but the torque is transmitted mechanically. This is why

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this type of clutch is known as electro-mechanical clutches. Over the year, now its became an
electromagnetic clutch. These clutches have no mechanical linkage to control their engagement that's why
it provides fast and smooth operation. The electromagnetic clutches are most suitable for a remote
operation that means you can operate the clutch at distance.

 Parts of an electromagnetic clutch

What happens when you bring a magnet near a ferromagnetic material? I can hear y ou
saying, “They attract each other, Jay, simple!” Exactly ... That’s it!

There is an armature on driven shaft and an

electromagnet on the driver shaft. Current is supplied
accordingly to the electromagnet when the clutch
pedal is pushed or actuated. As the current is
supplied, the electromagnet produces a magnetic
field that attracts the armature. This generates a
frictional force between both the friction plates when
they come together. Within a short amount of time,
the load is accelerated to to match t he speed driving
shaft (electromagnet).
Whenever the clutch has to be disengaged, electric
supply is stopped & a spring retracts back the
position of armature.
One of the biggest disadvantages of electromagnetic
clutches is its initial high cost & rapid he ating up.

 Dual Clutch Transmission (DCT)

At their core, dual clutch transmissions are a bit of a hybrid of a manual and automatic transmission.
They’re more akin to a manual transmission, however, use two clutches (hence dual clutch) to
synchronize the gear change.

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To better understand how a DCT
transmission works, it’s best to
understand how a manual transmission
works. When using a manual

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transmission, the driver needs to
frequently disengage the clutch to be
able to change gears. The clutch works
by disconnecting the engine’s drive from
the driveline briefly so that the gears
can be changed smoothly. A DCT works
by using two clutches instead of one,
and both are computer controlled, so
there’s no need for a clutch pedal.

The dual clutch transmission operates

via several in-built computers. These computers eliminate the need for the driver to manually change
gears and the entire process is automated. In this respect, a DCT can be looked upon as being similar
to an automatic transmission. The main difference is that the DCT operates the odd and even gear
numbers separately, which prevents the engine from being disengaged from interrupted power flow
when the gears are changed. The core difference between a DCT transmission and an traditional
automatic transmission is that the DCT transmission doesn’t use a torque converter.

 How Is a DCT Different to an Automatic Transmission?

While a dual clutch transmission looks very similar to an automatic transmission cockpit, this is where
the similarities end. In fact, a DCT has more in common with a manual transmission than it does with an
automatic transmission. One of the main advantages of a dual-clutch transmission is its economical fuel
saving benefits. As the flow of power from the engine is not disrupted, the rate of fuel efficiency
increases.

It is estimated that a 6-speed dual-clutch transmission is able to increase fuel efficiency by

approximately 10% compared with a standard 5 speed automatic transmission. Generally speaking, this
is because a torque converter in a typical automatic transmission is designed to slip, so not all of the
engine’s power is being transferred to the driveline all of the time, particularly while accelerating.
 How Is a DCT Different to a Manual Transmission?
When a driver changes gears using a manual transmission, it take approximately half a second to
complete the action. While this may not sound like much, when compared to the 8 milliseconds some
DCT vehicles offer the efficiency becomes apparent. The increased speed when changing gears makes
a DCT considerably faster than their manual transmission counterparts. In reality, a dual clutch
transmission works in the same way that a standard manual transmission does.

It has both auxiliary and input shafts bat house the gears. It also has a clutch and synchronizers. The
main difference is that a DCT does not have a clutch pedal. The need for the clutch pedal is eliminated
due to the fact that Hydraulics, solenoids, and computers perform the shifting operation. The driver is
still able to instruct the computer system when to perform certain actions through buttons, paddles or
gear shifts. This ultimately improves the overall driver experience and is considered to be one of the
most dynamic types of acceleration available.

2. Gear box

“Shift the gear” Got thrills?, Of Course you do, we the automobile enthusiasts always get goose bumps
when it comes to gear up or gear down, but ever wonder how is it done? What happens when we pull or
push the gear lever? Why there is some cars with no clutch pedals? What makes a transmission
automatic? Let’s just find out.
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 A gearbox is a transmission device which is used between engine’s output shaft and the final drive in
order to transfer required torque and power to the wheels of the vehicle, a gearbox consists of the set of

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gears( i.e. spur, helical, bevel, worm and epicycle depending on the types of gearbox used )which are
arranged in a special fashion in order to provide required gear or speed ratios to the final drive of the
vehicle, a gearbox usually comes with the specification i.e.5-speed transmission with a reverse, and an
automatic transmission.

Automatic gear box 1

 Why do we need Gearbox?

The need of different torque and different speed due to the continuous change in road conditions has led us to the
development of the intermediate device that can provide different speed or gear ratios in order to keep the vehicle
moving.

Let’s discuss a few points that explain the need for a gearbox-
 When a car starts, the torque provided by the engine output shaft is not enough to overcome the weight of
the vehicle which makes it difficult to move the car initially, so to solve this problem a gearbox is required
which can provide high torque initially in order to move the vehicle.
 When we go to the hill station it is essential that the vehicle should be equipped with a device that can
provide a wide range of high torque, to fulfil this need a gearbox is required so that a vehicle can go to the
hills.
 When a vehicle is going at high speed, torque is not at all effective so a gearbox is needed that can also
provide a high-speed low torque ratio so that vehicle can maintain the high speed.
 In a race car, continuous change of gears from high torque to high speed is there due to the curvy track so
the race car should be equipped with a suitable gearbox so that shifting of gears is smooth and easy.
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  Main Parts of a Gearbox

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1. Main Shaft
It is the shaft used as an output shaft in a gearbox, this shaft is usually kept parallel to the layshaft and in front of
the clutch shaft or engine output shaft, the change of gear usually occur through this shaft as it is usually
connected to the gear lever.
2. Clutch Shaft
It is the shaft which carries the engine output to the gearbox, the engaging and disengaging of the engine output
occurs with the help of clutch.

3. Layshaft or Counter Shaft

It is the shaft through which the output of the engine is transferred to the main shaft by the continuous meshing
of gear on the layshaft to the gear on the clutch shaft.

4. Gears
They are the connecting circles with teeth that rotate and meshes with another gear on the different shaft in order
to transmit the circular motion between 2 different shafts, they can be –spur gear, helical gear, bevel gear and
worm gear.

5. Synchromesh Devices
They are the special devices used in modern gearbox (synchromesh gearbox) that makes the shifting of gears
smooth by bringing the speed of main-shaft, lay-shaft and clutch-shaft at the same, they doesn’t have to slide
over the shaft for the shifting of the gear.

6. Dog Clutches
They were used in old gearboxes like constant mesh gearbox, to avoid the sliding of gear over the shaft for
meshing or shifting. As they slide over the shaft in order to shift a gear.

7. Gear lever
It is the lever operated by the driver to change or shift the gear, the movement of the lever is designed in a
particular fashion.

Note – In automatic gearbox, epicyclic gear train is used so there is no use of any dog clutches or synchromesh
devices and also in hydraulic coupling or torque converter the parts used are totally different as in this stator,
impeller, highly compressed fluid and turbine is used that provides the different speed and torque, so there is no
use of gears at all.
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  Types of Gearbox

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There are mainly 2 types of transmission used these days that are-

1. Manual transmission or manual gearbox

2. Automatic transmission or automatic gearbox
They are further divided into various types lets discuss them

1. Manual Transmission
A manual transmission is the types of gearbox used in most of the vehicle on the road due to its low cost. It
is the type of gearbox in which there are limited gear or speed ratios i.e. maximum of 6- speed and 1-
reverse is there, and the shifting of gears is a manual task performs by the driver by pushing or pulling the
gear lever in a predefined fashion. Manual transmission always requires the use of clutch.

Types of manual transmission used since the introduction of the gearbox are

(i) Sliding Mesh Gearbox

It is the oldest types of gearbox used, in sliding mesh

gearbox the gears of main shaft and layshaft are not in
mesh i.e. independent, only a single gear is in
continuous mesh with the gear on the clutch shaft that
rotates the lay-shaft and the meshing of gears with the
appropriate gear on the layshaft occurs due to the left
or right siding of the gears of the main shaft.

Note – Sliding mesh requires special technique for

shifting of gears which is known as double-de-
clutching.

Sliding Mesh Gearbox

(ii) Constant Mesh Gearbox

It is the modified gearbox introduced to overcome the

limitations of the sliding mesh gearbox. In this types of
gearbox, all the gears of the lay-shaft, main-shaft and
clutch shaft are in constant mesh with each other and the
shifting of gear is obtained by the sliding of dog clutches
over the splined main shaft in order to obtain high speed
or torque output.

Note – Constant mesh gearbox overcomes the problem

of double-de-clutching but the shifting of gear is noisy
and still not smooth because the speed of the layshaft,
main-shaft and clutch shaft is not same at the time of
shifting.

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(iii) Synchromesh Gearbox

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This is the latest of all types of manual gearbox which
provides the smooth and quiet shifting of gears due to the
use of special devices known as synchromesh devices,
these devices helps in bringing the speed of all the shafts
to the same (using frictional contact) before the meshing
of the appropriate gears which causes less wear and tear
to the gears.

 Synchronizing the gear

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 frication surfaces on the hub
and the gear transmit drive, from the turning
gear through the hub to the shaft,
synchronizing 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 beveled 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 shafts have been synchronized, so that the driver cannot
make any teeth clash, and the synchromesh is said to be 'unbeatable'.

2. Automatic Transmission or Gearbox

It is used in high-end cars due to its high cost, in this types of gearbox infinite gear ratios can be obtained

MERCEDES 9-SPEED AUTOMATIC 1 15

by just pressing the accelerator, the driver just need to select the mode of the drive i.e. forward or reverse,
park, neutral, drive and sport, and the required gear ratios along with the timing of the meshing is obtained
automatically. Automatic gearbox doesn’t require clutch pedal, so all the cars with automatic transmissions
comes with only 2 pedals.

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Types of automatic transmission used are

(i) Epicyclic Gearbox

Sun and planetary gears along with an annular ring

and a carrier is used in these types of gearbox. The
clutch shaft is connected to the sun gear which are in
constant mesh with the numbers of planetary gear
which freely rotates on their axis and are in constant
mesh with the ring gear which has the teeth at its inner
side, the rotation of the planet gears is carried by the
carrier used which is connected to the main shaft, In
this type, the shifting of gear or the different gear ratios
is obtained by making any one of the gears that are
sun gear, planetary gears and the ring gear constant
by the mean of breaking band which is operated by
the accelerator pedal.

 Components of Epicyclic Gearbox

1. Ring gear- It is a type of gear which looks like a ring and have angular cut teethes at its inner surface
,and is placed in outermost position in en epicyclic gearbox, the inner teethes of ring gear is in constant
mesh at outer point with the set of planetary gears ,it is also known as annular ring.
2. Sun gear- It is the gear with angular cut teethes and is placed in the middle of the epicyclic gearbox; the
sun gear is in constant mesh at inner point with the planetary gears and is connected with the input shaft of
the epicyclic gear box.
One or more sun gears can be used for achieving different output.
3. Planet gears- These are small gears used in between ring and sun gear, the teethes of the planet gears
are in constant mesh with the sun and the ring gear at both the inner and outer points respectively.
The axis of the planet gears are attached to the planet carrier which is carrying the output shaft of the
epicyclic gearbox.
The planet gears can rotate about their axis and also can revolve between the ring and the sun gear just
like our solar system.
4. Planet carrier- It is a carrier attached with the axis of the planet gears and is responsible for final
transmission of the output to the output shaft.
The planet gears rotate over the carrier and the revolution of the planetary gears causes rotation of the
carrier.
5. Brake or clutch band- The device used to fix the annular gear, sun gear and planetary gear and is
controlled by the brake or clutch of the vehicle.

 Working of Epicyclic Gearbox

The working principle of the epicyclic gearbox is based
on the fact the fixing any of the gears i.e. sun gear,
planetary gears and annular gear is done to obtain the
required torque or speed output. As fixing any of the
above causes the variation in gear ratios from high
torque to high speed. So let’s see how these ratios are
obtained
First gear ratio
This provide high torque ratios to the vehicle which
helps the vehicle to move from its initial state and is
obtained by fixing the annular gear which in turn causes
the planet carrier to rotate with the power supplied to 16
Planet gears box
the sun gear.
Second gear ratio
This provides high speed ratios to the vehicle which helps the vehicle to attain higher speed during a drive,
these ratios are obtained by fixing the sun gear which in turn makes the planet carrier the driven member
and annular the driving member in order to achieve high speed ratios.

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Reverse gear ratio
This gear reverses the direction of the output shaft which in turn reverses the direction of the vehicle, this
gear is achieved by fixing the planet gear carrier which in turn makes the annular gear the driven member
and the sun gear the driver member.
Note- More speed or torque ratios can be achieved by increasing the number planet and sun gear in
epicyclic gear box.

(ii) Hydraulic Torque Converter

A torque converter is a type of fluid coupling which is used to transfer rotating power from the engine of a
vehicle to the transmission. It takes place of mechanical clutch in an automatic transmission. The main
function of it is to allow the load to be isolated from the main power source. It sits in between the engine
and transmission. It has the same function as the clutch in manual transmission. As the clutch separates
the engine from the load when it stops, in the same way it also isolates the engine from load and keep
engine running when vehicle stops. Its main functions are:
1. It transfers the power from engine to the transmission input shaft.
2. It drives the front pump of the transmission.
3. It isolates the engine from the load when the vehicle is stationary.
4. It multiplies the torque of the engine and transmits it to the transmission. It almost doubles the output
torque.

 Working Principle
For understanding the working principle of torque converter, let’s take two fans. One fan is connected to
the power source and other is not connected with power source. When first fan connected to the power
source starts moving, the air from it flows to the second fan which is stationary.
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The air from the first fan strikes on the blades of the second
fan and it also starts rotating almost at the same speed to the
first one. When the second fan is stopped, it does not stop
the first one. The first fan keeps rotating.

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On the same principle the torque converter works. In that the
impeller or pump acts as first fan which is connected to the
engine and turbine act as the second fan which is connected
to the transmission system. When the engine runs, it rotates
the impeller and due to the centrifugal force the oil inside the
torque converter assembly directed towards the turbine. As it
hits turbine blades, the turbine starts rotating. This makes the
transmission system rotate and the wheels of the vehicle
moves. When engine stops, the turbine also stops rotating
but the impeller connected the engine keeps moving and this
prevent the killing of engine.

 Main Parts
The torque converter has three main parts

1. Impeller or Pump
The impeller is connected to the housing and the
housing connected to the engine shaft. It has curved
and angled vanes. It rotates with the engine speed
and consists of automatic transmission fluid. When it
rotates with the engine, the centrifugal force makes
the fluid move outward. The blades of the impeller
are designed in such a way that it directs the fluid
towards the turbine blades. It acts as centrifugal
pump which sucks the fluid from the automatic
transmission and delivers it to the turbine.

2. Stator
The stator is located in between the impeller and
turbine. The main function of the stator is to give
direction to the returning fluid from the turbine, so that
the fluid enters to the impeller in the direction of its
rotation. As the fluid enters in the direction of the
impeller, it multiplies the torque. So stator helps in the
torque multiplication by changing the direction of the fluid and allows it to enter in the direction of the
impeller rotation. The stator changes the direction of fluid almost upto 90 degree. The stator is mounted
with a one way clutch that allows rotating it in one direction and preventing its rotation in other direction.
Turbine is connected to the transmission system of the vehicle. And the stator is placed in between the
impeller and turbine.

3. Turbine
Turbine is connected to the input shaft of the automatic transmission. It is present at the engine side. It also
consists of curved and angled blades. The blades of the turbine are designed in such a way that it can
change the direction of the fluid completely that strikes on its blades. It is the change in the direction of the
fluid that forces the blades to move in the direction of the impeller. As the turbine rotates the input shaft of
the transmission also rotates and made the vehicle to move. The turbine is also has a lock up clutch at its
back. The lock up clutch comes into play when the torque converter achieves coupling point. The lockup
eliminates the loses and improves the efficiency of the converter.

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  Working of Torque Converter
It has three stages of operations

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1. Stall: During stall (stop) condition of the vehicle, the engine is applying power to the impeller but the turbine
cannot rotate. This happens, when the vehicle is stationary and driver has kept his foot on the brake paddle to prevent
it from moving. During this condition maximum multiplication of torque takes place. As the driver removes its foot
from the brake paddle and presses the accelerator paddle, the impeller starts moving faster and this set the turbine to
move. At this situation, there is a larger difference between the pump and turbine speed. The impeller speed is much
greater than the turbine speed.

2. Acceleration: During acceleration, the turbine speed keeps on increasing, but still there is large difference between
the impeller and turbine speed. As the speed of the turbine increases the torque multiplication reduces. During
acceleration of the vehicle the torque multiplication is less than that is achieved during stall condition.

3. Coupling: It is a situation when the turbine achieved approximately 90 percent speed of the impeller and this point
is called coupling point. The torque multiplication seizes and becomes zero and the torque converter behaves just like
a simple fluid coupling. At the coupling point the lock up clutch come into play and locks the turbine to the impeller
of the converter. This puts the turbine and impeller to move with the same speed. Lock up clutch engages only when
coupling point is achieved. During coupling the stator also starts to rotate in the direction of the impeller and turbine
rotation.

Note:

1. The maximum torque multiplication takes place during stalling condition.

2. The stator remains stationary before coupling point and helps in the torque multiplication. As the coupling
attained, stator stops torque multiplication and starts rotating with the impeller and turbine.
3. Lock up clutch engages when coupling point is achieved and removes the power losses resulting in
increased efficiency.

 Advantages
 It produces the maximum torque as compared with the vehicle equipped with clutch.
 It removes the clutch pedal.
 It makes the job of driving a vehicle easier.
Disadvantages
 Its fuel efficiency is low as compared with the vehicle with manual transmission.
 Application
 The torque converter is used in the vehicle that is equipped with the automatic transmission. It is also used
in industrial power transmission such as conveyer drives, winches, drilling rigs, almost all modern forklifts,
construction equipment, and railway locomotives.
 It is used in marine propulsion systems.

 Manual Vs. Automatic Transmission in Tabular Form

S.
No Manual Transmission Automatic Transmission

In the manual transmission, the shifting of the gears In the automatic transmission, the shifting of gears is
1. is done by the driver. done by the car itself.

The cost of automatic transmission cars is much higher

2. The cost of the manual transmission cars is less. than the MT cars.

3. The maintenance cost is less The maintenance cost is high

4. It does not require active cooling. It requires active cooling due to the overheating problem.
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 The fuel efficiency is more. It depends upon the The fuel efficiency is less as compared with the manual
5. driving skills of the driver. transmission.

The design is more complex due to number of

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6. The design is simple and less complex. components.

Different sets of gears are present to get

7. different gear ratios. Same set of gears produces all of the different gear ratios.

Cars with automatic transmission are much easier to

8. Manual transmission cars are not easy to drive. drive.

9. High skilled driver is required to drive MT cars. Less skilled drivers can also drive AT cars.

It requires more attention from the driver to operate Not much attention is required to operate automatic
10. manual transmission cars. transmission cars.

No clutch pedal is there, automatic shifting of gears takes

11. Clutch pedal is used to shift the gears. place according to the speed of the car.

12. It does not allow multitasking during driving. It allows multitasking during driving.

13. It gives you more ways to control your car. It does not provide you more ways to control your car.

In manual transmission cars, there are three pedals to

operate In the automatic transmission cars, there are two pedals
the car. These three pedals are of clutch, brakes and to operate
14. acceleration. the car. These two pedals are of brake and accelerator.

15. It has a low resale value. It has a high resale value.

16. It is not easier to drive on steep hills. It is easier to drive on steep hills.

AT cars are very easier to operate in the high-density

MT cars are difficult to operate in high-density traffic traffic area due to automatic changing of gears by the car
17. areas due to the manual changing of gears. itself.

 Continuously Variable Transmission (CVT)

A continuously variable transmission system is a type of automatic transmission in which an arrangement
of pulleys and belts made it possible for a drive to achieve n-number of continuous gear ratios within a
range (depends on the design).
A continuously variable transmission in a vehicle senses the accelerator input with engine load and get
shifted to the desired speed or torque gear ratio automatically, in other words we can say that a cvt
transmission is one of the simplest types of automatic transmission that provides continuous uninterrupted
power within a specified range of speed and torque ratios.
To understand how it actually work first lets understand cvt’s construction.
 Construction Details
When it comes to the construction of a continuously variable transmission as we have already
discussed its design is very simple so let’s just understand the various components that comes
together to make cvt-
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1. Pulleys
In Cvt pulleys play an important role as the conical shape pulleys integrated over input and output shafts are the
reason for continuously variable transmission’s continuous n-number of speed and gear ratios, due to the different
cross section of these conical pulleys multiple torque and speed ratios are obtained.
Two pair of conical pulleys each for input and output shafts are used in a basic continuously variable transmission that
are-
 Fixed input pulley-It is a conical pulley mounted over the input shaft (on the right-hand side), this pulley does not
move (too and fro) over the shaft but rotates with the input shaft, usually fixed pulley is smaller in size.
 Fixed output pulley-same as fixed input pulley but unlike fixed input shaft this shaft is placed on the left-hand side
over the output shaft.
 Feeding input pulley or sheave- It is the type of conical pulley which is mounted over the input shaft and have inner
splines meshed with the shaft splines in such a fashion that it can move (too and fro) as well as rotates with the input
shaft.
the too and fro moment of this shaft over the input shaft make it possible to shift gear ratios.
 Feeding output pulley or sheave- Same as moving input pulley but unlike moving input shaft, this shaft is placed on
the right-hand side over the output shaft.
2. Shafts
Same as manual transmission type 2 shafts are needed by Cvt transmission to transfer power from engine to the
final drive that are-
 Input shaft- Same as the manual transmission it is a type of shaft having splines over its cross-section over which
input pulleys are mounted, the power source for this input shaft is engine which means continuously variable
transmission gets the input from the engine through input shaft.
 Output shaft- It is the type of shaft which is kept parallel to the input shaft in a continuously variable transmission,
same as input shaft it also has splines over its cross-section and is mounted upon by output pulleys.
Output shaft is responsible to transmit final output power to the final drive of the vehicle.
3. Belt or Chain
In a Cvt transmission a v-shaped metallic (rubber in some case) chain or belt is used to transmit power from input
pulleys to the output pulleys as
this belt or chain is wrapped over both conical input and output pulleys pairs and the V-shape of this belt or chain
make it possible to shift gears from high torque to the high speed. 21
  How Cvt Works?
As we all know the basic function of any transmission system whether manual or automatic is to provide variable
speed or torque ratios as per the requirement of the drive.

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After reading the construction of the continuously variable transmission, I assume that the basic picture or design
of a cvt is clear in our mind, right? So, let’s just convert that picture into a video and first let’s understand the
basic power transmission of a Cvt transmission –
 When a driver presses the accelerator pedal or
accelerator handle (in case of 2-wheelers) the engine
shaft rotates according to the accelerator input which in
turn rotates the input shaft.
 With the input shaft rotation, input pulleys mounted
over it also rotates which in turn rotates the belt
wrapped around them.
 This belt transfers power from input shaft to the output
pulley as it is also wrapped around the output pulleys.
 Output pulleys rotate the output shaft and final output
is obtained.
Note-
The right to left or vice -versa movement of pulleys
(depending upon the acceleration input and need of the
vehicle) over input and output shafts make it possible to
attain desired torque or speed ratio.
Now this was how the power transmission from engine shaft to the continuously variable transmission’s output
shaft takes place now let’s understand how we get different speed and torque ratios

 Torque ratios
when a vehicle needs high torque ratios the feeding input conical pulley (sheave) over the input shaft
moves away from the fixed pulley which in turn shift part of the v-belt wrapped over the input pulleys
towards the lower cross-sectional part of the conical pulley.
Simultaneously when this input
pulley(sheave) moves, feeding output
pulley(sheave) also moves and comes closer
to the fixed output pulley which in turn shift
the part of v-shaped belt wrapped over the
output pulleys towards the greater cross-
sectional area of the output conical pulleys
and desired torque ratios is attained.
 Speed ratios
when the vehicle needs speed ratios, the
feeding conical pulley (sheave) over the input
shaft moves towards the fixed pulley which in
turn shifts the part of v-shaped belt wrapped
over the input pulleys towards the greater
cross-sectional part of the conical input
pulleys.
Simultaneously with this movement of input
pulley, feeding output pulley (sheave) also moves and go away from the fixed pulley which in turn moves
the part of the v-shaped belt wrapped around the output pulleys towards the lower cross-sectional part of
the conical output pulleys and desired speed ratio is attained.
In other words, torque ratios are achieved when the v-belt rotates at the lower cross section of the input
pulleys and at the greater cross section of the output pulley.
And speed ratios are achieved when v-belt rotates at the higher cross section of the input pulley and lower
cross-section of the output pulley.

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 4. Propeller Shaft

Propeller Shaft is the shaft that transmits power from the

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gearbox to the differential gear in a motor vehicle from the
engine to the propeller in a boat or flying machine.
Propeller shaft, sometimes called a cardan shaft, transmits
power from the gearbox to the rear axle. Regularly the
shaft has a tubular section and is made in maybe a couple
piece construction.
The two-piece arrangement is supported at the mid point
by an elastic mounted bearing. Short drive shafts are
incorporated for the transmission of power from the last
drive assembly to the road wheels in both front and rear
wheel drive layouts. Propeller shaft 1

 Types of Propeller Shaft

Single-Piece-Type Propeller Shaft:

 Used in vehicles with a short distance
between the engine and axles, and MR
based four-wheel-drive vehicles.
 The friction welding adopted at the junction
contributes to an improvement in the
strength, quality, and durability of the
junction.
Single piece propeller 1
Piece-type/3-piece-type Propeller Shaft

 Utilized as a part of vehicles with a long distance between the engine and axles, and Front engine front
drive base four-wheel-drive vehicles.
 The division of the propeller shaft into two- or three-parts allows the critical number of revolution to
lowered preventing vibration issue from occurring, when the overall length of the shaft increased.

 Main Components of Propeller Shaft

 The propeller shaft transfers engine torque to the rear axle through one or more universal joints.
 The splines on the ends at the propeller shaft fit perfectly into the splines in the sleeve. This
permits a length variation between the driving and the driven unit to vary slightly without damaging
the output and input bearings.
 The main bearing support and guide the propeller shaft.
 The flanges associate the propeller shaft to the gearbox.

 Requirements of Propeller Shaft

For achieving efficient functions, the following are expected in a propeller shaft
 High torsional strength: Therefore, they are made of solid or hollow circular cross section
 Toughened and hardened: Therefore, they are made of superior quality steel and are induction
hardened 23
  Efficiently jointed: Therefore they are generally welded by submerged are carbon dioxide welding
process.
 Dynamically balanced: Since the phenomenon of whirling may be critical at higher speeds, therefore,
propeller shafts are tested on electronic balancing machine.

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 Reduced thrust loads: Since resonance is dangerous for the life of shaft. It also transmits excessive
dynamic force to the shaft's end supports, and so its occurrence should be avoided.

A – propeller shaft of a car

B –propeller shaft of a truck
C, D – propeller shafts for truck or van for off-road vehicles
1 – Gearbox
2, 4, 7, 9 and 11 – propeller shafts
3 and 10 rear drive bridges
5 – Intermediate bearing
6 – Distribution box
8 – Front drive bridge

NOTE: Since the propeller shaft sleeve end is pulled out from the transmission extension housing with
the transmission still mounted, overflow of the transmission oil, damage of oil seal lip or entrance of dust
may result if the vehicle is raised higher toward its front end. Use extreme care in removing the propeller
shaft.

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4. Car Differential

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 What is a Differential on a car?
Outer and inner wheels go different distance on the same time interval by a car turning. The inner wheel
goes less way on the inside line distance then outer wheel. So the outer wheel rotation moment should
quicker than inner.

The differential was a milestone development in the motor car. Without it, vehicles would be fine on straight
roads, but they’d struggle as soon as they came to a corner. That’s because although wheels on the left
and right of a car rotate at the same speed on a straight road, they do not in a corner. 25
The inside wheel in a bend takes a shorter route as it is rotating around a tighter radius: it needs to be
slowed down relative to straight-road running. The outside wheel, however, takes a longer route and so
needs to travel more quickly than its opposite number: it is covering a longer distance.

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When wheels can rotate freely, as on an undriven axle, this is not a problem. When they are both
connected to the same engine and transmission, though, a few complications arise. How do you absorb
this speed difference? Well, with a differential. This essentially allows wheels to turn at different speeds.
Without it, the only way to absorb any speed difference would be through skidding a tyre on the ground –
the wheels would be locked and so any difference in speed would not be possible.

The differential is based on the principle of sun and planet gears. This pinion gear set is mounted within a
carrier, and is free to rotate. The road wheels are connected to the pinion gears and the drive is sent via the
carrier, which rotates when the car starts moving.

On a straight road, the planet gears within are stationary, although the gears themselves experience radial
motion within the carrier they are connected to. They begin to rotate on their individual axes in corners,
while still also moving around within the differential carrier.

This ‘dual’ rotation accounts for the speed difference in corners: one axle can ‘slow’ and the other can
‘speed up’ – the resultant driving force is the same, but it’s now split unequally between the two wheels.

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  Types of Differentials in Cars and Trucks

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Open Differential
This type of diff is the most basic and only allows for
variations of individual wheel speed or slip but that’s it.
In optimal road conditions, it allows the outside wheel to
rotate faster than the inside wheel. The problem is when
road conditions are not ideal such as on wet pavement,
ice, snow, or gravel.

With an open diff, the engine torque still transfers even

if the wheel has zero traction so that slipping tire will
simply spin and not go anywhere. Open differentials are
found in most vehicles on the road today so generally
speaking, the cost to repair the differential is less that
other diff types (if same axle).
Advantages:
 Allows for completely different wheel speeds on the same axle, meaning no wheel slip will occur
while going around a corner, as the outside tyre will travel further.
 From an efficiency standpoint, less energy will be lost through the differential versus alternative
options.
 Cost.
Disadvantages:
 When one wheel has poor traction, this drastically limits the amount of power the vehicle can put
down. Because the torque distribution is always 50/50, if one wheel cannot put down much power,
the other will receive an equally low amount of torque.

Limited-Slip Differential
Under ideal road conditions, a limited-slip diff acts just
like an open diff and transfers torque independently to
each wheel. But, under hard cornering or heavy
acceleration where an open diff would generally cause a
tire to slip, a limited-slip diff prevents the normal amount
of torque to go to the slipping tire (the one with least
resistance).

It does so through the use of clutches and plates within

the differential. This enables the vehicle to power
through corners a vehicle with an open diff would
struggle with. Race cars and other performance vehicles
(as well as some off-road vehicles) use limited-slip
differentials.

Advantages:

 Allows for different wheel speeds on an axle, thus reducing tyre wear versus a locked differential
(the same applies for all forms of LSD, but this style is particularly good for it).

 Allows for torque to be sent to the wheel which has more traction.

 Very smooth operating, typically won’t have the low speed clunkiness associated with other LSD 27
types navigating in a tight radius (eg. parking lots).
Disadvantages:

 Cannot fully lock up, the system requires a speed differential between the two sides in order to

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transfer torque.

 As the internal gear fluid heats up (in cases where it’s being used too frequently), the effect of the
LSD will be reduced.

 Locking Differential
Found on many off-road vehicles and some performance
cars, locking differentials use clutches and springs to
activate a lock which sends an equal amount of power to
each wheel no matter the traction situation. This essentially
creates a fixed axle.

The benefit is the locked diff’s ability to gain a greater

amount of traction since the full amount of torque is always
available to a wheel and not limited by the lower traction of
one wheel. At higher speeds this is a negative but when
off-roading or rock

Advantages:

 Allows for torque to go to the wheel with the most traction. For all differential styles, this will allow for
the most torque to reach the ground on any surface condition.

 For off-road use where tyre wear is not an issue, this is about as good as it gets. Robust, simple,
and very effective.

 In situations where it’s desirable to keep wheel speed constant on an axle (ex: drifting), this is an
easy solution (a welded differential works exactly the same).

Disadvantages:

 A locked differential will not allow for wheel speed differences between the right and left wheels.
This means additional tyre wear, as well as binding within the drivetrain as a result.

limbing, it’s a big advantage.

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Torque-Vectoring Differential
The most complicated and advanced type of differential, a
torque-vectoring diff uses a collection of sensors and

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electronics to obtain data from various things (road
surface, throttle position, steering system, etc.) to activate
electronically actuated clutches and a controller.

Also known as active differentials, they work in the most

efficient way which results in a truly dynamic, high
performance driving experience. Torque-vectoring
differentials can be found in some high performance rear-
wheel drive and all-wheel drive vehicles.

Advantages:

 These differentials begin to send more torque to the slower-rotating wheel the instant there is a
speed differential between them. Essentially, it reacts far quicker than a VLSD.
 These are purely mechanical systems, with no routine maintenance required as the differential
action is dependent upon friction throughout the gears.

Disadvantages:

 When one wheel is in the air, a Torsen diff acts very similarly to an open differential,
and very little torque is sent to the drive axle. For street use this is completely
acceptable, but it may be an issue for more purpose built vehicles on the track.

Torsen & Helical Differentials

Torsen and helical differentials work in
a fairly similar fashion, using clever
gearing to apply locking force to transfer
torque to the wheel with more grip.
They’re great for street use and even
light track use, though they do have a
disadvantage.

Advantages:
 These differentials begin to send
more torque to the slower-
rotating wheel the instant there is a speed differential between them. Essentially, it reacts far
quicker than a VLSD.
 These are purely mechanical systems, with no routine maintenance required as the differential
action is dependent upon friction throughout the gears.

Disadvantages:
 When one wheel is in the air, a Torsen diff acts very similarly to an open differential, and very little
torque is sent to the drive axle. For street use this is completely acceptable, but it may be an issue
for more purpose built vehicles on the track.

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5. Final drive

 What is the Final Drive?

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The Final Drive is the last gearing used while transmitting the engine power to the wheels. It has two
purposes. Firstly, it turns the power flow at the right angle from the propeller shaft to the rear axle. Secondly,
it also provides a mechanical advantage (leverage) from the propeller shaft to the rear axle. The Final drive
contains a pair of spiral-bevel gears comprising a pinion that connects to the propeller shaft and a ring gear
that connects to a flange on the differential case .

The pinion gets the drive from the engine while the
crown-wheel is attached to the wheels and rotates
them. Usually, there are 3 to 4 times more teeth on
the ring gear than the pinion. Thus, it provides the
final speed reduction between 3:1 to 4:1. The drive
pinion is an integral part of the pinion shaft. Its
spline-end attaches to the end of the propeller shaft
or the rear universal joint.

 Why change your Final Drive?

There are multiple reasons why you want to change your final drive. If you have an OEM final drive, you
probably want to increase reliability and lifetime. If you already have a motorsport final drive, you probably
want to create the perfect gearing for your car and track. Both reasons are highlighted below.

 Final Drive Ratio

Choosing your right gearing is all about ‘compromise’. A lower (taller) gear ratio provides a higher top
speed, and a higher (shorter) gear ratio provides faster acceleration. . Besides the gears in the
transmission, there is also a gear in the rear differential. This is known as the final drive, differential gear,
Crown Wheel Pinion (CWP) or ring and pinion.
In the table below you can see the top speed in each gear for different final drive ratio’s. If you want to
know the car details such as maximum RPM and gear ratio’s, click here.

You can see the reduction of top speed (from 203km/h to 158km/h), while the acceleration torque increases
(28,7%). As said before, it’s all about compromises. You are sacrificing either torque for top speed, or top
speed for torque.

Gear Final drive ratio

4.10 4.75 5.28
1st 81 70 63
2nd 108 93 84
3rd 130 112 101
4th 153 132 119
5th 179 155 139
6th 203 175 158
Torque increment 0% 15,8% 28,7% 30
  Motorsport Final Drive

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The OEM final drives are designed for the specifications of that specific car. If you are upgrading your car,
or increasing engine power, the OEM parts of the drivetrain will have a higher failure risk. Upgrading your
drivetrain components is necessary, since a chain is only as strong as its weakest link.

Characteristics of a Motorsport Final Drive

 Cyclo palloid gear shape

 Small batches
 High-grade steel
 Custom ratio’s
 More strength in same package size

In the next blog the differences between Gleason, Klingelnberg and Oerlikon gear shapes and
manufacturing will be explained. Please comment or share if you would like to read more blog posts on this
subject! If you want to find out more technical specification on final drives, please consult the catalog.

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REFERANCE ...

[Date]
 https://www.mechanicalbooster.com/2017/11/types-of-gearbox.html

 http://www.typeandlist.com/theory-of-machines/types_of_gear_box.htm

 https://www.mech4study.com/2014/04/types-of-gear-box.html

 http://mechstuff.com/types-of-gearbox-used-in-automobiles/

 https://help.edmunds.com/hc/en-us/articles/206102597-What-are-the-different-types-of-transmissions-

 https://www.torque.com.sg/features/gearbox-guide-different-gearboxes/

 https://differenttypesofengineering.blogspot.com/2016/06/propeller-shaft.html

 https://www.youtube.com/watch?v=6DL0j0eKD8Y

 https://www.youtube.com/watch?v=7L1cnYEOpDI

 https://www.youtube.com/watch?v=LCMZz6YhbOQ

 https://www.youtube.com/watch?v=ltlrMRpl_08

 https://www.booths.com.au/blog/what-is-a-dual-clutch-transmission-dct/

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