GEARBOX

The gearbox is the second stage in the transmission system, after the
clutch. It is usually bolted to the rear of the engine , with the clutch
between them.
Modern cars with manual transmissions have four or five or six forward
speeds and one reverse, as well as a neutral position.
Function of Gear Box

• Torque ratio between the engine and wheels to be varied for rapid
acceleration, carry loads and for climbing gradients.
• It provides means of reversal of vehicle motion.
• Transmission can be disconnected from engine by neutral position of
gear box for starting
Necessity of Gear Box- Automobile

• The gear box is necessary in the transmission system to maintain

engine speed at the most economical value under all conditions of
vehicle movement.
• An ideal gear box would provide an infinite range of gear ratios, so
that the engine speed should be kept at or near that the maximum
power is developed what ever the speed of the vehicle.
Types of Gearbox

• Sliding Mesh Gear box

• Constant Mesh Gear Box
• Synchromesh Gear Box
• Transaxle Gear Box
• Automatic Gear Box
Gear Box Working
• https://www.youtube.com/watch?v=wCu9W9xNwtI
Sliding Mesh Gearbox
• An obsolete type of transmission or gearbox in which the gears on the
lay shaft are fixed to the shaft rigidly, whereas the gears on the main
shaft can slide on it by means of splines but are otherwise in
permanent rotational mesh with the shaft.
Sliding mesh gear box

• It is the simplest and oldest type of gear box.

• The clutch gear is rigidly fixed to the clutch shaft.
• The clutch gear always remains connected to the drive gear of
countershaft.
• The other lay shaft gears are also rigidly fixed with it.
• Two gears are mounted on the main shaft and can be sliding by shifter
yoke when shifter is operated.
• One gear is second & top speed gear and the other is the first and reverse
speed gears. All gears used are spur gears.
• A reverse idler gear is mounted on another shaft and always remains
connected to reverse gear of counter shaft
Sliding Mesh Gearbox
• 1.main drive gear
• 2.counter shaft
• 3.main shaft
• 4.I gear
• 5.II gear
• 6.III gear
• 7.top speed engaging dogs

• Normally 3 forward and 1 reverse gear ratios

• Spur gears are used
• Gear wheels on the main shaft engage with gear wheels on the lay
shaft (counter shaft) by sliding themselves.
Sliding Mesh Gearbox
Constant mesh gearbox
• Constant mesh gearbox is a type of Transmission in which all or most
of the gears are always in mesh with one another, as opposed to a
sliding-gear transmission, in which engagement is obtained by sliding
some of the gears along a shaft into mesh.
• Four-speed and Reverse Single-stage
• In this arrangement only a primary input shaft and a secondary
output shaft are used, and hence all gear reduction takes place in a
single stage, that means between only one pair of gear wheels.
• The primary shaft carries a cluster of gears. The shaft and gears may
be made as a single casting or forging, or the gear wheels may be
splined or keyed on to the shaft.
• The output secondary shaft carries constant-mesh gearwheels, which
revolve freely relative to it when not engaged.
 Constant Mesh Gearbox

• All the gears are always in mesh

• Gears on counter shaft are fixed to it
• Gears on main shaft are free to rotate
• Dog clutches can slide on the main shaft and rotate with it
• Dog clutches engage with gears on the main shaft to obtain
desired speed
Advantages over Sliding mesh Gearbox:

• Helical and herringbone gear can be used in these gearboxes and

therefore, constant mesh gearboxes are quieter.

• Since the gears are engaged by dog clutches, if any damage occurs
while engaging the gears, the dog unit members get damaged and not
the gear wheels.
Working

• Output shaft is always rotating (because it is

positively connected to the wheels)
• Layshaft is connected to the engine, but it rotates
freely when the clutch is disengaged
First, Second, Third, and Fourth Gear Selection.

• The power flow starts at the input primary shaft, which is then divided four
ways to the output secondary shaft through first, second, third, and fourth
output gears.
• These four output gearwheels in the neutral position are revolved by the
meshing primary-shaft gear cluster about their own axes relative to the
output secondary shaft.
• Each individual gear ratio is attained by sliding the appropriate outer dog-
clutch hub towards and over the dog teeth of the particular gearwheel
selected.
• Through this action the selected output gearwheel is engaged as well as
locked to the output secondary shaft so that the power-flow path is
completed.
• FIRST GEAR
• By operating gearshift lever, the larger gear on main shaft is made to slide and mesh with
first gear of countershaft.
• The main shaft turns in the same direction as clutch shaft in the ratio of 3:1.

• SECOND GEAR
• By operating gear shaft lever, the smaller gear on the main shaft is made to slide and mesh
with second gear of counter shaft.
• A gear reduction of approximately 2:1 is obtained.

• TOP GEAR
• By operating gearshift lever, the combined second speed gear and top speed gear is forced
axially against clutch shaft gear.
• External teeth on clutch gear mesh with internal teeth on top gear and the gear ratio is 1:1.
Reverse-gear Selection.

• In this layout, power flows from the input primary shaft to the reverse
gearwheel. When the reverse sliding-mesh idler gear is slid into
contact, power is transmitted from the primary reverse wheel to the
reverse idler.
• The reverse-idler intern rotates the reverse output gear, which forms
part of the first/second-gear dog-clutch outer hub.
• This produces a gear reduction, and a reverse gear drive is provided
since the idler wheel changes the direction of rotation. It may be
noted that in the forward gears, the output-gearwheel rotates in the
opposite direction of the input shaft, but the reverse gear rotates in
the same direction as the input gearwheel
REVERSE GEAR
• By operating gearshift lever, the larger gear of main shaft is meshed with reverse
idler gear.
• The reverse idler gear is always on the mesh with counter shaft reverse gear.
Interposing the idler gear, between reverse and main shaft gear, the main shaft
turns in a direction opposite to clutch shaft.

NEUTRAL GEAR
• When engine is running and the clutch is engaged, clutch shaft gear drives the
drive gear of the lay shaft and thus lay shaft also rotates.
• But the main shaft remains stationary as no gears in main shaft are engaged with
lay shaft gears.
Constant Mesh Gear Box
Clutch shaft

Layshaft

Main shaft
• First or Low Gear Ratio, G1
Transmission of power takes place from the engine shaft (clutch shaft)
to lay shaft through gears A and B and finally it is transferred from lay
shaft to main shaft (driven shaft) through gears C and D. Hence,
• Second Gear Ratio, G2
Power from A goes to B and from there it goes to E, which is on the
same shaft, i.e. lay shaft. From E it goes to F, on the main shaft.
• Third Gear Ratio, G3
• When the third gear is in action, the drive is from the engine shaft to
lay shaft through the constant-mesh gear A and B and finally from lay-
shaft to main shaft through gears G and H.
• Fourth or Top Gear Ratio, G4
• The drive is direct from the engine shaft to main shaft by engaging
gears, A and H with the help of dog teeth provided on them. The
whole arrangement is shown in Fig. 25.11. The lay-shaft in this case
revolves idly. The gear ratio is 1 to i.e. g4 = 1.
• In all the above cases, the direction of rotation of engine shaft and
main shaft is the same. The lay shaft rotates in opposite direction.
• Reverse Gear, Gr
The reverse gear works as the idler is compound type having two
wheels 7l and I2 of different diameters mounted on a shaft, which is
parallel to the main shaft. The idler is slid so that H engages pinion C
and I\ comes in mesh with the gear D. The reverse drive takes place
through A to B, then C to H and finally from ii to D
Numerical Example 1
Sketch a section through a sliding type gear box with four forward and
one reverse speeds and explain clearly how the different speed ratios
will be obtained in the following cases :
Gear ratio on top gear = 1:1 Gear ratio on third gear = 1.38:1 Gear ratio
on second gear = 2.24 :1 Gear ratio on first gear = 3.8:1 Gear ratio on
reverse gear = 3.8:1
Assumed counter shaft or layout shaft speed is half that of the engine
speed and the smallest gear is not to have less than 15 teeth.
Numerical Example 2
• An automotive gear box gives three forward speeds and one reverse
with a top gear of unity and bottom and reverse gear ratio of
approximately 3.3:1. The centre distance between the shafts is to be
110 mm approximately. Gear teeth of module 3.25 mm are to be
employed.
• Sketch the layout of a typical constant mesh gear box for these
conditions giving the number of teeth for the various gear wheels and
showing closely how the different ratios are obtained.
Synchromesh Gearbox
• A synchromesh is almost like a small clutch that fits on the
output shaft between gears, slowing or increasing the
required gear's relative speed to perform a perfect meshing
of teeth within the transmission.
Synchromesh Gearbox

• Sliding synchronizing units are provided to equalize the speeds of gear

and dog before meshing
• The device works like a friction clutch
• Equal speeds ensure smooth meshing
• Normally not used in 1st and reverse gear
SYNCHROMESH GEARBOX
 Synchromesh Gearbox
• Its working is also similar to the constant mesh type, but in the former there is one
definite improvement over the latter.
• This is the provision of synchromesh device which avoids the necessity of double-
declutching.
• The parts that ultimately are to be engaged are first brought into frictional contact,
which equalizes their speed, after which these may be engaged smoothly.
• Figure shows the construction and working of a synchromesh gearbox. In most of
the cars, however, the synchromesh devices are not fitted to all the gears as is
shown in this figure.
• They are fitted only on the high gears and on the low and reverse gears ordinary
dog clutches are only provided.
• This is done to reduce the cost.
SYNCHRONIZERS
• This type of gearbox is similar to the constant mesh type gearbox.
• Instead of using dog clutches here synchronizers are used.
• The modern cars use helical gears and synchromesh devices in
gearboxes, that synchronize the rotation of gears that are about to be
meshed
• In this type of gearbox all the gears on the main shaft are in constant
mesh with the corresponding gears on the lay shaft.
• The gears on the lay shaft are fixed to it while those on the main shaft
are free to rotate on the same.
• Its working is also similar to the constant mesh type, but in the former
there is one definite improvement over the latter.
• This is the provision of synchromesh device which avoids the necessity of
double-declutching.
• The parts that ultimately are to be engaged are first brought into frictional
contact, which equalizes their speed, after which these may be engaged
smoothly.
• Figure shows the construction and working of a synchromesh gearbox. In
most of the cars, however, the synchromesh devices are not fitted to all the
gears as is shown in this figure.
• They are fitted only on the high gears and on the low and reverse gears
ordinary dog clutches are only provided.
• This is done to reduce the cost.
• In figure A is the engine shaft, Gears B, C, D, E are free on the main shaft
and are always in mesh with corresponding gears on the lay shaft.
• Thus all the gears on main shaft as well as on lay shaft continue to rotate so
long as shaft A is rotating.
• Members F1 and F2 are free to slide on splines on the main shaft.
• G1 and G2 are ring shaped members having internal teeth fit onto the
external teeth members F1 and F2 respectively.
• K1 and K2 are dogteeth on B and D respectively and these also fit onto the
teeth of G1 and G2. S1 and S2 are the forks.
• T1 and T2 are the balls supported by spring.
• These tend to prevent the sliding of members G1 (G2) on F1 (F2).
• However when the force applied on G1 (G2) slides over F1 (F2).
• These are usually six of these balls symmetrically placed
circumferentially in one synchromesh device. M1, M2, N1, N2, P1, P2,
R1, R2 are the frictional surfaces.
• To understand the working of this gearbox, consider figure which
shows in steps how the gears are engaged.
• For direct gear, member G1 and hence member F1 (through spring-
loaded balls) is slide towards left till cones M1 and M2 rub and
friction makes their speed equal.
• Further pushing the member G1 to left causes it to overdrive the balls
and get engaged with dogs K1.
• Now the drive to the main shaft is direct from B via F1 and the
splines.
• However, if member G1 is pushed too quickly so that there is not
sufficient time for synchronization of speeds, a clash may result.
• Likewise defect will arise in case springs supporting the balls T1 have
become weak.
• Similarly for second gear the members F1 and G1 are slide to the right
so that finally the internal teeth on G1 are engaged with L1.
• Then the drive to main shaft will be from B via U1, U2, C, F1 and
splines.
• For first gear, G2 and F2 are moved towards left. The drive will be
from B via U1, U2, D, F2 and splines to the main shaft. For reverse
gear, G2 and F2 are slid towards right.
• In this case the drive will be from B via U1, U2, U5, E, F2 and splines
to the main shaft.
Transaxle gearbox
• A transaxle is a single mechanical device which combines the
functions of an automobile's transmission, axle, and differential into
one integrated assembly.
Selective Type Gear Box

• It is the transmission in which any speed may be selected from the

neutral position.
• In this type of transmission neutral position has to be obtained before
selecting any forward or reverse gear. Some selective type gear boxes
are,
1. Constant mesh gear box with positive dog clutch.
2. Constant mesh gear box with synchromesh device.
3. Sliding mesh gear box
Traction and tractive effort

• The force available at the contact between the rear wheel tyres
and road is known as tractive effort.
• The ability of the rear wheels to transmit this effort without
slipping is known as traction.
• Hence usable tractive effort will never exceed traction
PERFORMANCE CHARACTERISTICS
• The graph gives the relation between car
speed and total resistance, tractive effort
at the different gear ratios and different
gradients.
• From the figure, the curves A to F are
curves of total resistance for a road with
uniform surface but of varying gradient,
curve A being level and the curve F the
steepest gradient.
• Curves RS, TU, VW are curves of tractive
effort for three different types of gear
ratios.
• Suppose the vehicle is traveling on the
level at a speed represented by OX.
• Then resistance to be overcome is XY and
XZ is the tractive effort available.
• The tractive effort available is therefore
greater than the resistance to be
overcome and the excess tractive effort YZ
will go to increase the speed of the vehicle
• Thus during acceleration, the resistance
increases and extra effort for acceleration
reduces. When the speed is OM, the total
tractive effort is equal to total resistance.
Thus speed cannot be increased further.
• If the vehicle now comes to a gradient to
which the curve B applies. At the speed
OM on gradient B, the resistance is MN.
• But tractive effort available is only MH.
Thus excessive resistance MN will reduce
speed of the vehicle to the point I where
tractive effort is equal to the resistance
• Now suppose the gradient becomes
steeper and steeper, so we pass in
succession from curve B to C and so on.
Then speed maintained lowers down to
the points J, K etc.
• It is seen that we can traverse the
gradient at any speed, since tractive effort
at III gear lies everywhere below
resistance curve.
• In such cases, the gear has to be shifted
to second and the speed can be
maintained at the point G.
Resistance to motion

• Air resistance
• Rolling resistance
• Gradient resistance
• The total resistance to the motion of a vehicle is the sum of
three resistance namely Air resistance, Rolling resistance,
Gradient resistance.
• It is thus composed of two parts that are independent of the
speed of the vehicle - Rolling resistance, Gradient resistance &
one part that is dependent on speed Air resistance.
• A curve of total resistance against speed is therefore obtained by
shifting the curve of fig 1 up vertically by the amount of the
rolling & gradient resistance as shown in fig 2.
• Thus when the speed is OS kmph, the total resistance SP, is
composed of rolling resistance SR, gradient resistance RQ, & air
resistance QP.
• If either the gradient resistance and (or) rolling resistance
increases (or) decreases then the curve would simply shift up
(or) down by the amount of the increases (or) decreases
• A curve of total resistance against speed is therefore
obtained by shifting the curve of fig 1 up vertically by
the amount of the rolling & gradient resistance as
shown in fig 2.
• Thus when the speed is OS kmph, the total resistance
SP, is composed of rolling resistance SR, gradient
resistance RQ, & air resistance QP.
• If either the gradient resistance and (or) rolling
resistance increases (or) decreases then the curve
would simply shift up (or) down by the amount of the
increases (or) decreases
Engine Power Requirement
Pe = engine b.p., KW
Te = mean engine torque in N-m
ɳt= overall transmission efficiency
g.r. = gear box gear ratio
a.r. = back axle ratio
G = overall gear ratio = (g.r. * a.r.)
R = radius of tyre in metre
N = r.p.m. of crank shaft
• When the tractive effort F>R, the total resistance on level road, the
surplus tractive effort is utilized for acceleration, hill climbing and
draw-bar pull
Relation Between Engine Revolutions (N) and Vehicle Speed (V)

• Thus, N/V ratio depends upon the overall gear ratio and wheel
diameter.
• A vehicle with four different gears has four different values of N/V
ratio. The N/V ratio increases as the wheel diameter decreases, the
overall gear ratio remaining constant.
Transfer Case

• Normally used in 4 wheel drive vehicles

• Two speed transmission having ‘low’ and ‘high’ gear ratios that can be
engaged while in neutral position
• Fixed after the gearbox
• Enables engagement and disengagement of 4 wheel drive