3.

POWER TRAIN/DRIVR TRAIN In a vehicle, the mechanism that transmits the power developed by the engine to the wheels is called the power train. The power train serves two functions: it transmits power from the engine to the drive wheels, and it varies the amount of speed and torque. There are commonly two sets of gears in the power train, the trans ission and the !ifferentia". The transmission provides a means for changing the speed and torque of the engine before it reaches to the driving wheels to best meet each particular driving situation. Manual transmissions require use of a clutch to apply and remove engine torque to the transmission input shaft as needed by the driver. The drive shaft, or propeller shaft, connects the transmission output shaft to the differential pinion shaft. When a car makes a turn, the outer wheel has to turn faster than the inner wheel, due to the difference in the length of the paths they take. The differential lets the outer and inner wheels to turn at different speeds. Some types of power train lay outs use a #Transa$"e#% which is simply a combination of the trans ission and the !ifferentia". These are usually found on front wheel drive cars, but are also used on mid and rear engine cars.

!ig "ower train component DRIVE ARREN&'ENT(# $%W&, 'W&( )WD *)+Whee" Drive, The rotating motion produced by the crankshaft at the front of the vehicle is transmitted either to the two wheels at the rear $rear wheel drive( $!)(, or the two wheels at the front $front wheel drive( $!!(. Some cars are manufactured with rear mounted engines $))(.
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 !! drive !) drive

)) drive Part ti e - Whee" Drive ' wheel drive vehicles use live front and rear drive a*les. When the front drive a*le receives power from the transfer case, along with the rear drive a*le, the vehicle can function well on off road terrain $sand, rocks, mud, snow, etc.(. + part time ' wheel drive vehicle has one drive a*le that is automatically in use. The operator of the vehicle has to activate and deactivate the second live drive a*le

. ' Wheel drive .u"" ti e - Whee" !rive + full time ' wheel drive vehicle has both a*les live at all times without manually activating or deactivating a*les. 3./ 012T03 The clutch is located between the engine and the transmission,transa*le as shown below. +n automotive clutch is used to connect,engage and disconnect,disengage the engine and manual $hand shifted( transmission or transa*le, both startin4 up and !urin4 4ear shiftin4. A friction t5pe of c"utch is used in motor vehicles with manually operated transmission or transa*le.

+ manual clutch works on the principle of friction. Its function depends upon sufficient friction being developed between the contact surfaces of two or more members to transmit the desired torque. 0"utch capacit5 *The a6i"it5 of a friction c"utch to trans it tor7ue, !epen!s on the fo""owin4 factors: -ffective radius of the friction surface .oefficient of friction acting between the friction surfaces /o of friction surface .lamping force holding the friction surfaces 0"utch re7uire ents: It must engage the engine and transmission,transa*le smoothly, 0nce it engages, it must transmit power entirely without slipping, It must disengage the transmission,transa*le accurately and quickly to permit gear change when a vehicle is in motion. 3././ 0O'PONENT O. 012T03 AND T3EIR OPERATION:. +n engine clutch consists primarily of four parts# 1. %. 2. '. !ly wheel !riction,clutch disc "ressure plate assembly and )elease,control mechanism

!ig. .lutch components 3./././ IN(IDE T3E 012T03 3O2(IN&# 0"utch 3ousin4 The clutch housing is a stamped or cast metal part, which houses the clutch and connects the transmission housing to the back of the engine. The ."5whee" The flywheel is a fairly large wheel that is connected to the crankshaft. The clutch assembly is mounted to the flywheel, sandwiching the clutch disk in between. It also provides a friction surface to the clutch. + bearing, called the #pi"ot 6earin4# is installed in a hole in the center of the flywheel. This lubricated bearing, either a ball bearing or a bron3e bushing, is used to support one end of the clutch shaft, which is also the transmission input shaft. The clutch disc is clamped and held against the flywheel by the spring action of the pressure plate. The face of the flywheel is precision machined to a smooth surface. .riction/0"utch !isc The clutch disc, also called friction disc, consists of a splined hub and a round metal plate covered with friction material $lining(. The clutch disc friction ateria" also called !isc "inin4 or facin4% is made of heat+resistant o"!e! to4ether. &rooves are cut into the friction material as6estos% cotton fi6ers% an! copper wires woven or metal body of the disc. The sp"ines in the center of the clutch disc mesh with the splines on the input shaft of the manual transmission.
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to aid cooling and release of the clutch disc. Rivets are used to bond the friction material to both sides of the

This makes the input shaft and disc turn together. 4owever, the disc is free to slide back and forth on the shaft. .lutch disc is provided with torsion sprin4s% to absorb the torsional vibration of the crank shaft and some of the vibration and shock produced by clutch engagement. They are small coil springs located between the hub and the steel disk. When the clutch is engaged, the pressure plate 5ams the stationary disc against the spinning flywheel. The torsion springs compress and soften, as the disc first begins to turn with the flywheel. To make clutch engagement as smooth as possible and eliminate chatter, the steel disk is slightly twisted $ cushion sprin4(, to make the engagement gradual as the disk flattens out. Pressure P"ate asse 6"5:

3././.) Pressure p"ate asse 6"5 with coi" sprin4: The main parts of a pressure plate assembly are# "ressure plate cover "ressure springs $coil springs( "ressure plate )elease levers
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-ye bolt assembly The pressure plate cover is bolted to the flywheel. Its main purpose is to hold the assembly together. 4oles around the outer edge of the cover are for bolting the pressure plate to the flywheel. The pressure plate springs are pre compressed between the pressure plate and cover. The face of the pressure plate is a large, flat ring that contacts the clutch disc during clutch engagement.

The backside of the pressure plate has pockets for the coil springs and brackets for hinging of the release levers. &uring clutch action, the pressure plate moves back and forth inside the clutch cover. The release levers are hinged inside the pressure plate to pry on and move the pressure plate face away from the clutch disc and flywheel. The eye bolt $fulcrum point of the release lever( is screwed in to a flange nut, which is locked by the lock nut. This arrangement provides the clutch release lever ad5ustment. Small clip type springs fit around the release levers to keep them rattling when fully released. 3././.3 Pressure p"ate asse 6"5 with Diaphra4 t5pe sprin4: The main difference between it and the coil spring type is that a one piece conical $diaphragm( spring is used instead of coil springs. The diaphragm spring is a large, round disc of spring steel, which has a solid outer ring and individual tapered fingers. The tapered fingers also serve as release levers.

The diaphragm spring is held to the pressure plate by three retracting springs. + pivot ring is located at each side of the diaphragm spring about one inch from the outer rim and function as a pivot during the diaphragm spring action. +pplication of pressure at the inner section of the diaphragm will cause the outer rim to move away from the flywheel and draw the pressure plate away from the clutch disc, disengaging the clutch Pi"ot 8earin4 The pilot bearing or bushing is pressed into the end of the crankshaft to support the end of the transmission input shaft. The pilot bearing is a solid bron3e bushing, but it also may be a roller or ball bearing. The pilot bearing prevents the transmission shaft and clutch disc from wobbling up and down when the clutch is released. It also assists the input shaft center the disc on the flywheel. 0"utch .or9 The clutch fork, also called a clutch arm or release arm, transfers motion from the release mechanism to the release bearing and pressure plate. The clutch fork sticks through a square hole in the bell housing and mounts on a pivot. When the clutch fork is moved by the release mechanism, it pry on the release bearing to disengage the clutch. + rubber boot fits over the clutch fork. This boot is designed to keep road dirt, rocks, oil, water, and other debris from entering the clutch housing. 3./.). 012T03 OPERATION:

When you disengage the clutch, the clutch pedal is all of the way down. The throw out fork forces the throw out bearing into contact with the pressure plate release levers, which pull the pressure plate from the clutch disc to release it. 0nce released, the flywheel and pressure plate continue to turn. When the operator presses the clutch pedal, the clutch release mechanism pulls or pushes on the clutch release lever or fork. The fork moves the release bearing into the center of the pressure plate, causing the pressure plate to pull away from the clutch disc releasing the disc from the flywheel. The engine crankshaft can then turn without turning the clutch disc and transmission input shaft. When the operator releases the clutch pedal, spring pressure inside the pressure plate pushes forward on the clutch disc. This action locks the flywheel, the clutch disc, the pressure plate, and the transmission input shaft together. The engine again rotates the transmission input shaft, the transmission gears, the drive train, and the wheels of the vehicle.

3./.3. 012T03 RE1EA(E 'E03ANI(' *out si!e the c"utch housin4, 3./.3./ Operatin4 echanis s

There are two types of clutch, distinguished by the way they are operated# the hydraulically operated clutch and the mechanically operated clutch using a cable linkage. 3./.3.) 'echanica" t5pe c"utch The mechanical clutch consists of the parts that are shown below. In this type of clutch, the movement of the clutch pedal is conveyed to the clutch body directly by a cable. .ontrol of the clutch is maintained by the driver through the foot pedal and suitable linkages. The purpose of the linkage is to convert a light force applied to the clutch pedal $which travels a relatively long distance( into a greatly increased force that moves the pressure plate a very short distance. 6asically two mechanical release mechanisms are used. 0ne in which the clutch pedal is linked over levers and rods with the release fork and the other where the link between the clutch pedal and release fork is made through a specially designed clutch control cable.

!ig . Mechanically operated clutch. $.able type(

3./.3.3 35!rau"ic c"utch +nother method used to activate the clutch throw out fork is the hydraulic clutch. This method is often used when the mechanical design of the car makes it difficult to use levers and cables. It is also used to multiply force, reducing driver fatigue. This mechanism consists of a clutch master cylinder and servo cylinder, which are connected hydraulically by a steel tube. 6rake fluid is used in the system.

With a hydraulic clutch, when you press the clutch pedal, it moves a small cylinder called the 7master7 cylinder. "ressure is created in the master cylinder, which is, in turn, transmitted to the 7slave7 cylinder. The slave cylinder is attached to the throw out fork by a small ad5ustable rod, so when pressure is e*erted on the slave cylinder, it operates the fork. 6oth master and slave cylinders are designed in such and uncomplicated way that they are easy to attach with hydraulic tubing.

3.) 'AN2A1 TRAN('I((ION/TRAN(A:1E The manual transmission or transa*le is an assembly of gears and shafts to transmit the rotation and torque of the engine to the driveline or final drive. The operating principles of the gears, shafts, bearings and shift mechanisms in manual transmissions and transa*les are basically the same. 3.)./ P2RPO(E O. A 'AN2A1 TRAN('I((ION# If in proper operating condition, a manual transmission should do the following 6e able to increase torque going to the drive wheel for quick acceleration, Supply different gear ratios to match different engine load conditions, 4ave a reverse gear for moving the vehicle backwards, "rovide the operator with an easy means of shifting transmission gears, 0perate quietly with minimum power loss. The manual transmission provides a means of varying the relationship between the speed of the engine and the speed of the wheels. 8arying these gear ratios allows the right amount of engine power at many different speeds. Manual transmissions usually have four or five speeds, and often have 7overdrive7, which means that the output shaft can turn faster than the input shaft for fuel economy on the highway.
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3.).) 'A;OR 0O'PONENT( O. A 'AN2A1 TRAN('I((ION: /. Trans ission 0ase *)<, The transmission case provides support for the bearings and shafts, as well as an enclosure for lubricating oil. + manual transmission case is cast from either iron or aluminum. + drain plug and fill plug are provided for servicing. The drain plug is located on the bottom of the case, whereas the fill plug is located on the side. ). E$tension 3ousin4 *)/, +lso known as the tail shaft, the e*tension housing bolts to the rear of the transmission case. It encloses and holds the transmission output shaft and rear oil seal. 0n the bottom of the e*tension housing is a flange that provides a base for the transmission mount. 3. Trans ission (hafts# commonly a manual transmission has four steel shafts mounted inside the transmission case. These shafts are the input shaft, the countershaft, the reverse idler shaft, and the main shaft. Input shaft.*/, + The input shaft, also known as the clutch shaft, transfers rotation from the clutch disc to the countershaft gears . The outer end of the shaft is splined to the hub of the clutch disc. The inner end has a machined gear that meshes with the countershaft. + bearing in the transmission case supports the input shaft in the case. +nytime the clutch disc turns, the input shaft gear and gears on the countershaft turns.

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0ountershaft.*/),+ The countershaft, also known as the cluster gear shaft, holds the countershaft gear into mesh with the input shaft gear and other gears in the transmission $fig. ' 1'(. It is located slightly below the clutch shaft. Reverse i!"er shaft.*/-,+ The reverse idler shaft is a short shaft that supports the reverse idle gear $fig. ' 19(. It mounts stationary in the transmission case about halfway between the countershaft and output shaft, allowing the reverse idle gear to mesh with both shafts. 'ain shaft.*=,+ The main shaft, also called the output shaft, holds the output gears and synchroni3ers $fig. ' 1:(. The rear of the shaft e*tends to the rear of the e*tension housing where it connects to the drive shaft to turn the wheel of the vehicle. ;ears on the shaft are free to rotate, but the synchroni3ers are locked on the shaft by splines. The synchroni3ers will only turn when the shaft itself turns. -. Trans ission &ears Transmission gears can be classified into four groups input gear, countershaft gears$11(, main shaft gears$',:,<,=(, and the reverse idler gear$12(.

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The input gear turns the countershaft gears, the countershaft gears turns the main shaft gears, and, when engaged the reverse idler gear. In low gear, a small gear on the countershaft drives a larger gear on the main shaft, providing for a high gear ratio for accelerating. Then, in high gear, a larger countershaft gear turns a small main shaft gear or a gear of equal si3e, resulting in a low gear ratio, allowing the vehicle to move faster. When reverse is engaged, power flows from the countershaft gear, to the reverse idler gear, and to the engaged main shaft gear. This action reverses main shaft rotation. =. (hift 1in9a4e an! 1evers They are the ->T-)/+? )0& and the I/T-)/+? S4I!T )+I?. They both perform the same function. They connect the shift lever with the shift fork mechanism. The transmission shift lever assembly can be moved to cause movement of the shift linkage, shift forks, and synchroni3ers. T5pes of Shift Linkage and Levers: The shift lever may be either floor mounted or column mounted, depending upon the manufacturer. !loor mounted shift levers are generally used with an internal shift rail linkage, whereas column mounted shift levers are generally used with an e*ternal rod linkage.

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3.).3 &EAR 8O:

There are many types of gearboxes 1. 2. 3. 4. Sliding mesh type Constant mesh type Synchromesh type Epicycle type

3.).3./ ("i!in4

esh 4ear 6o$

In this type of gear bo*, the main shaft gear wheels slide on splines in the direction of selection to mesh with the appropriate lay shaft gear for first, second, and third gears. Top gear is a dog clutch connection 5oining input and output shafts to give a 1#1 ratio. !or reverse the @compound@ idler gear slides along the shaft to mesh with main shaft and lay shaft first gear wheels. To enable all this to happen all the gear teeth are cut straight. This type is no longer used in the modern motor vehicle, as the gears are difficult to change without some noise occurring.

3.).3.) 0onstant

esh 4ear 6o$

In a constant mesh gear bo* the main shaft gearwheels rotate on bushes and are in constant mesh with the lay shaft gears. The appropriate gearwheel may then be locked to the output shaft and made to revolve with it by a dog clutch splined to the shaft and slide along it by the same sort of selector fork and collar as was used in the sliding mesh gearbo*. This has the following advantages. i) ii) iii) iv) It allows the use of helical gears; It is quieter in operation than spur-type teeth; It is stronger than the spur type as there is more than one tooth in engagement at any one time; It makes gear changing easier as the gear wheels have to be rotating at the same speed before engagement can take place (this is achieved through the use of a Synchromesh device). 14

3.).3.3 (5nchro esh 4ear6o$es

If the dog clutches could be replaced by some kind of friction clutch perfect Synchroni3ation of the output shaft and the selected gearwheel could be achieved rapidly and smoothly. + friction clutch strong enough to transmit full torque would be far too big and heavy, but small clutch that had to do no more than overcome the inertia of a freely rotating gearwheel and lay shaft assembly could be quite small. The two Synchromesh devices used in the gearbo* are the constant load and the baulk ring.

!ig. Synchromesh gearbo*

3.).- Transa$"e
There are three reasons for having a transa*le in the automotive power train or drive train. The transa*le can# 1. Provide the torque needed to move the vehicle under a variety of road and load conditions. It does this by changing the gear ratio between the engine crankshaft and vehicle drive wheels; 2. 3. Be shifted into reverse so that the vehicle can move back ward; Be shifted into neutral for starting the engine and running it without turning the drive wheels;

There are two basic types of transaxles: manual and Automatic. Manual transaxles are shifted manually, or by hand. Automatic transaxles are shifted automatically, with no help from the driver.

3.).-./ Difference 6etween Trans ission an! Transa$"es

The anua" trans ission# is an assembly of gears, shafts, and related parts. These are contained in a metal case or housing filled with lubricant. + manual transmission is used in some front wheel drive vehicles and in front engine rear wheel drive vehicles. It is positioned between the clutch and the drive $propeller(shaft, that carries engine power to the drive wheels. The engine, clutch, transmission, and drive shaft are all in a single line. The manual transaxle: - is also an assembly of gears and shaft. It attaches to a front mounted transverse engine and drives the front wheels. Rear engine cars use an engine mounted transaxle to drive the rear wheels. A few front engine cars drive the rear wheels through a rear mounted transaxles. The transaxle is a power transmission device attached to one end of the engine, which combines the function of transmission and the drive axle (final drive and differential) into a single assembly. This is not found in transmission (or Gear box). 15

3.3 Transfer 0ase The transfer case# is an au*iliary transmission mounted in back of the main transmission. 6y shifting gears in the transfer case, engine power is divided and transferred to both the front and rear differentials. Many utility vehicles, some trucks, and a few cars have four wheel drives. -ngine power can flow to all four wheels. With all four wheels driving, the vehicle can travel over rugged terrain and up steep grades. It can go through rough or muddy ground where two wheel drive cars would stall or get struck. + transfer case is required on vehicles with four wheel drive. 3.3./ T5pes of transfer cases Transfer cases have been used with a variety of manual and automatic transmissions there are two general types# part time of full time. 3.3././ .u"" ti e transfer case In this type power is available to all four wheels at any time. The transfer case has a gear shift which provides for either direct through the transfer case $high range( or gear reduction $low range(. ;ear reduction means torque increase at the wheels. The transfer case is shifted into low range by the driver when additional torque is needed, such as for climbing step hills, some cars with four wheel drive have a transfer case with only a high range. 3.3./.) Part ti e transfer case The part time transfer case can be shifted into gear reduction 5ust as in the full time unit. In addition, the part time unit also has a gear shift that sends power to only the rear wheels, or to both the front and rear wheels. In most vehicles, a transfer case provides the driver with a selection of either of two drive speeds $ranges(, high or low. 4igh speed in the transfer case provides direct, or a gear ratio of 1#1. ?ow speed usually provides a gear ratio of about %#1.

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3.- A2TO'ATI0 TRAN('I((ION The automatic transmission like the manual transmission is designed to match the load requirements of the vehicle to the power and speed range of the engine. The automatic transmission, however, does this automatically depending on throttle position, vehicle speed, and the position of the shift lever. 3.-./ ADVANTA&E( O. A2TO'ATI0 TRAN('I((ION When a driver is driving a vehicle with a manual transmission, the shift lever is used to up shift when the accelerator pedal is depressed in order to increase the vehicle@s speed. When driving down a hill, or when the engine doesn@t have sufficient power to climb a hill in the current gear, the trans mission is down shifted. !or these reasons, it is necessary for the driver to be constantly aware of the engine load and vehicle speed and to be shifting gears accordingly. With an automatic transmission, this type of driver 5udgment is unnecessary, shifting by the driver is not necessary, and shifting up or down to the most appropriate gear is accomplished automatically at the most appropriate time for the engine load and vehicle speed. 0o pare! to the anua" trans ission% the auto atic trans ission has the fo""owin4 a!vanta4es: Interruption free acceleration $uniform, rapid and smooth acceleration( It reduces driver fatigue by eliminating the necessity of clutch operation and constant shifting of gears.
It automatically and smoothly shifts gears at speeds appropriate to the driving conditions, thus relieving to the driver of the need to master difficult and troublesome driving techniques such as clutch operation.

It prevents the engine and drive line from becoming overloaded, because it con nects them hydraulically $via the torque converter( rather than mechanically. 3.-.) 'A;OR 0O'PONENT( O. T3E A2TO'ATI0 TRAN('I((ION#
The automatic transmission,transa*le is comprised of the following ma5or components#

Torque converter "lanetary gear unit 4ydraulic control unit Manual linkage +utomatic transmission fluid

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!ig +utomatic transmission cross sectional view.

3.-.). / TOR>2E 0ONVERTER

The torque converter is mounted on the input side of the transmission gear train and is bolted to the rear end of the engine crankshaft via the drive plate. The torque converter is filled with automatic transmission fluid, and either multiplies the torque generated by the engine and transmits the increased torque to the trans mission, or it functions as a fluid coupling which transmits the engine torque to the transmission. In automatic transmission vehicles, the torque converter also serves as the engine flywheel. Since a heavy flywheel like that in the manual transmission vehicle is unneces sary, an automatic transmission vehicle uses a drive plate whose outer circumference forms the ring gear required for engine starting by the starting motor. +s the drive plate revolves at high speeds with the torque converter, its weight is distributed with good balance to prevent vibration during high speed revolution.
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3.-.)././ Ro"es of tor7ue converter Multiplying the torque generated by the engine. Serving as an automatic clutch, which transmits $or does not transmit( the engine torque to the transmission. +bsorbing the torsional vibration of the engine and drive train. Serving as a flywheel to smooth out engine rotation. &riving the oil pump of the hydraulic control system.

!ig. T0)AB- .0/8-)T-) 3.-.).). P1ANETAR? &EAR 2NIT The planetary gear unit is housed in a transmission case made of aluminum alloy. It changes the transmission output rpm and,or the direction of the output rotation, and transmits it to the final drive unit. The planetary gear unit consists of the planetary gears, which change the output rpmC clutches and brakes, which are operated by hydraulic $fluid( pressure to control the operation of the planetary gearsC shafts for transmitting the engine powerC and bearings for facilitating the smooth rotation of each shaft.

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3.-.).)./ Ro"es of p"anetar5 4ear unit "roviding several gear ratios to obtain proper torque and rotational speed in accordance with the driving conditions and driver@s desires. "roviding reverse gear for reverse traveling. "roviding a neutral gear position to allow the engine to idle while the vehicle is stopped.

3.-.).).) P1ANETAR? &EAR (ET + planetary gear set is a series of intercon necting gears consisting of a sun gear, several pinion gears, the carrier connecting the pinion gears, and a ring gear.

!ig. "lanetary gear set 3.-.).3. 3?DRA21I0 0ONTRO1 (?(TE' The hydraulic control system consists of the oi" pan, which acts as the fluid reservoirC the oi" pu p, which generates the hydraulic pressureC various va"ves having various functionsC and f"ui! passa4es and tu6es, which deliver the transmission fluid to the clutches, brakes, and other components of the hydraulic control system.
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Most valves in the hydraulic control system are housed in the valve body assembly under the planet ary gears. 3.-.).3./ Ro"es of h5!rau"ic contro" s5ste Supplying transmission fluid to the torque converter. )egulating the hydraulic pressure generated by the oil pump. .onverting the engine load and vehicle speed into hydraulic 7signals7. +pplying hydraulic pressure to the clutches and brakes to control planetary gear operation. ?ubricating rotating parts with fluid. .ooling the torque converter and transmission with fluid.

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!ig. 4ydraulic control system components

3.-.).-. 'AN2A1 1IN@A&E The automatic transmission up shifts and down shifts automatically, 4owever, two linkages allowing manual operation by the driver are connected to the automatic transmission. These linkages are the selector lever and cable, and the accelerator pedal and throttle cable. 3.-.).-./ (3I.T (E1E0TOR 1EVER *(3I.T 1EVER,
The shift selector lever corresponds to the gearshift lever of the manual transmission. It is connected to the transmission via a cable or linkage. The driver can select the driving mode of three ranges# 7&7 $drive(, 7%7 $second( and 7?7 $low(. forward or reverse travel, neutral, and park by operating this lever. In almost all automatic trans missions, the forward mode consists

!or safety, the engine can be started only when the shift selector lever is at the 7/7 $neutral( or 7"7 $park( positionC that is, when the transmission cannot transmit power from the engine to the drive train. 3.-.).-.) A00E1ERATOR PEDA1 The accelerator pedal is connected to the throttle valve of the carburetor $or to the throttle body in an -!I engine( by the accelerator cable. The degree of accelerator pedal depression that is, the throttle valve opening is correctly transmitted to the transmission by this cable.
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The automatic transmission up shift and down shift speeds depend on the engine load $the throttle valve opening(, and the driver can vary these by controlling the amount of accelerator pedal depression. When the accelerator pedal is depressed a little, transmission up and downshifting occur at relatively low vehicle speeds. When the accelerator pedal is depressed further, shifting occurs at relatively high speeds. The accelerator and throttle cables must be ad5usted correctly to the specified lengths because correctly timed transmission shifting requires conversion of the amount of accelerator pedal depression into the correct engine throttle valve opening angle, and correct transmission of that valve opening angle to the transmission.

3.-.).= A2TO'ATI0 TRAN('I((ION .12ID *AT., + special high grade petroleum based mineral oil mi*ed with several special additives is used to lubricate the automatic transmission. This oil is called automatic transmission fluid $abbreviated 7+T!7( to discriminate it from other types of oil 3.-.).=./ Ro"es of AT. Transmission of torque in the torque converter. .ontrol of the hydraulic control system, as well as of clutch and brake operation in the transmission section. ?ubrication of the planetary gears and other moving parts. .ooling of moving parts.

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3.-.3 0O'PONENT 0ON(TR20TION AND PRIN0IP1E O. OPERATION /. TOR>2E 0ONVERTER( + torque converter has four basic parts# /. 0onverter case+ normally made of two pieces of steel welded together in a doughnut shape, housing the impeller, stator, and turbine. The housing is filled with transmission fluid. ). Pu p i pe""er+ driving member that produces oil movement inside the converter whenever the engine is running. The impeller is also called the converter pump. 3. Tur6ine runner+ a driven fan splined to the input shaft of the automatic transmission. "laced in front of the stator and impeller in the housing. The turbine is not fastened to the impeller but is free to turn independently. 0il is the only connection between the two.

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!ig Torque converter, partial cutaway view. -. (tator+ designed to improve oil circulation inside the torque converter. Increases efficiency and torque by causing the oil to swirl around the inside of the housing. 3.-.3./ PRIN0IP1E O. POWER TRAN('I((ION: The torque converter works in the same way as the two fans below. !an + is switched 0/ and fan 6 is 0!!. The pump impeller plays the part of fan + and the turbine runner plays the part of fan 6. the medium in the torque converter is the transmission fluid rather than air.

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!ig "rinciple of power transmission 3.-.3.) PRIN0IP1E O. TOR>2E '21TIP1I0ATION

!ig "rinciple of torque multiplication

If a duct is added, the air will pass through fan 6 $driven fan( and back through fan + $drive fan( from behind via the duct, as shown above. The energy remaining in the air after passing through fan 6 will assist the rotation of the vanes of fan +. 3.-.3.3 OPERATION( O. TOE>2E 0ONVERTOR: The primary action of the torque converter results from the action of the impeller passing oil at an angle into the blades of the turbine. The oil pushes against the faces of the turbine vanes, causing the turbine to rotate in the same direction as the impeller. I!"in4# With the engine idling, the impeller spins slowly. 0nly a small amount of oil is thrown into the stator and turbine. /ot enough force is developed inside the torque converter to spin the turbine. The vehicle remains stationary with the transmission in gear. Acce"eration# &uring acceleration, the engine crankshaft, the converter housing, and the impeller begin to move faster. More oil is thrown out by centrifugal force, turning the turbine. +s a result, the transmission input shaft and vehicle starts to move. Tor7ue u"tip"ication# Torque multiplication refers to the ability of a torque converter to increase the amount of

engine torque applied to the transmission input shaft. Torque multiplication occurs when the impeller is spinning faster than the turbine.

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When the turbine speed nears impeller speed, torque multiplication drops off. Torque is increased in the converter by sacrificing motion. The turbine spins slower than the impeller during torque multiplication. If the counterclockwise oil were allowed to continue to the center section of the impeller, the oil would strike the blades of the pump in a direction that would hinder its rotation and cancel any gains in torque. To prevent this, a stator assembly is added. (TATOR
The stator is located between the pump and the turbine and is mounted on a one-way clutch that allows it to rotate clockwise but not counter-clockwise. The purpose of the stator is to redirect the oil returning from the turbine and change its rotation back to that of the impeller. The stator vanes catch the fluid as it leaves the

turbine runner, and redirect the fluid so that it strikes the back of the vanes of the pump impeller, giving the impeller an added boost and thus increasing torque. Stator action is only needed when the impeller and turbine are turning at different speeds. The one way clutch locks the stator when the impeller is turning faster than the turbine. This causes the stator to route oil flow over the impeller vanes properly. Then, when turbine speed almost equals impeller speed, the stator can freewheel on its shaft so not to obstruct flow. The one way clutch allows the stator to rotate in the same direction as the engine crankshaft. 4owever, if the stator attempts to rotate in the reverse direction, the one way clutch locks the stator to prevent it from rotating. Therefore, the stator is rotated or locked depending on the direction from which the fluid strikes against the vanes .

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!ig Stator 3.= T3E DRIVE (3A.T OR PROPE11ER (3A.T The drive shaft, or propeller shaft, connects the transmission output shaft to the differential pinion shaft. Since all roads are not perfectly smooth, and the transmission is fi*ed, the drive shaft has to be fle*ible to absorb the shock of bumps in the road. Bniversal, or 7B 5oints7 allow the drive shaft to fle* $and stop it from breaking( when the drive angle changes. &rive shafts are usually hollow in order to weigh less, but of a large diameter so that they are strong. 4igh quality steel, and sometimes aluminum are used in the manufacture of the drive shaft. The shaft must be quite straight and balanced to avoid vibrating. Since it usually turns at engine speeds, a lot of damage can be caused if the shaft is unbalanced, or bent. &amage can also be caused if the B 5oints are worn out. 3.=./ DRIVE 1INE A((E'81? The drive line assembly has several important functions. It must perform the following# Send turning power from the transmission to the rear a*le assembly. !le* and allow up and down movement of the rear a*le assembly. "rovide a sliding action to ad5ust for changes in drive line length. "rovide a smooth power transfer.

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The assembly provides a path through which power is transmitted from the transmission to the drive a*le assemblies or au*iliary equipment.

8ehicles, having a long wheelbase, are equipped with a drive shaft that e*tends from the transmission or transfer case to a center support bearing and a drive shaft that e*tends from the center support bearing to the rear a*le. 3.=././. The !rive "ine asse 6"5 consists of the fo""owin4: ("ip 5o9e: + connects the transmission output shaft to the front universal 5oint. .ront universa" Aoint: + the swivel connection that fastens the slip yoke to the drive shaft. Drive shaft: + a hollow metal tube that transfers turning power from the front universal 5oint to the rear universal 5oint. Rear universa" Aoint: + a fle* 5oint that connects the drive shaft to the differential yoke. Rear 5o9e+# holds the rear universal 5oint and transfers torque to the gears in the rear a*le assembly.

!ig &rive line assembly. 3.=.) T3E 2NIVER(A1 ;OINT *2+;OINT, The Bniversal 5oint $B 5oint( is used to connect the drive shaft to the transmission output shaft and the differential
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pinion gear shaft. This 5oint must be fle*ible enough to allow changes in the driving angle $road incline( and the drive shaft. This way, the torque is constantly transmitted when the rear a*le is moving up and down. A si p"e universa" Aoint is composed of three fundamental units consisting of a 5ournal $cross( and two yokes. The two yokes are set at right angles to each other and their open ends are connected by the 5ournal. This construction permits each yoke to pivot on the a*is of the 5ournal and also permits the transmission of rotary motion from one yoke to the other.

!ig Simple universal 5oint. 3.=.3 0ENTER (2PPORT 8EARIN&( When two or more drive shafts are connected in tandem, their alignment is maintained by a rubber bushed center support bearing. The center support bearing bolts to the frame or underbody of the vehicle. It supports the center of the drive shaft where the two shafts come together.

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+ sealed ball bearing allows the drive shaft to spin freely. The outside of the ball bearing is held by a thick, rubber, doughnut shaped mount. The rubber mount prevents vibration and noise from transferring into the operator@s compartment.

3.6 DIFFERENTIAL The automotive component which is commonly known as the differential consists of two parts, the final gears and the differential gears, and has the following functions# /. .ina" re!uction: .rankshaft rotation, after being modified by the transmission, is further reduced by the final gear to obtain a greater torque. ). Differentiation .ront an! Rear Differentia"s The differential gear assembly is designed to permit the inner rear wheel to turn at a different speed than the other when the vehicle is changing direction $cornering, etc., as shown below( so that wheels do not slip.

&istance + D &istance 6 )"M of inside wheel D )"M of outside wheel

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3. Directiona" chan4e of !rive power *front en4ine% rear whee" !rive

o!e"s,

The final gear changes the direction of the transmitted drive power to perpendicular or nearly perpendicular to the propeller shaft before it is transmitted to the drive wheels 1i ite!+("ip Differentia" *1(D, 0ne of the wheels tends to slip and thus fails to transmit driving torque when the vehicle is running on a muddy road or making a sharp turn. The ?S& overrides the normal differential function so that a larger portion of the drive torque is supplied to the wheel with the better road grip. 0enter Differentia" *.u""+ti e -WD, The center differential transmits power from the transmission to the front drive wheels and rear drive wheels equally, and absorbs any difference in speed between the front and rear drive wheels during cornering. .ina" 4ears The final gears of the differential consist of the drive pinion and the ring gear. It is a helical gear on front wheel drive vehicles while hypoid bevel gear on rear wheel drive vehicles. 35poi! 6eve" 4ear The drive pinion is offset from the centerline of the ring gear, as shown below. ;ears are meshed at a larger meshing ratio and the gear operation is very quiet. Since these gears are constantly sliding against each other, the hypoid bevel gear must be lubricated with hypoid gear oil, which has high oil film strength.

4E"0I& 6-8-? ;-+)

4-?I.+? ;-+)
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$)ear wheel drive vehicles(

$!ront wheel drive vehicles(

3e"ica" 4ear Bnlike the hypoid gear, which obtains their thrust through torsion, the teeth of the drive pinion, which is a helical gear, always contact the teeth of the ring gear in the same location without slipping along the opposing teeth. Therefore, noise and vibration are kept to a minimum, and torque is transmitted smoothly. 3.B./ DI..ERENTIA1 &EAR( Nee! for the !ifferentia" 4ear unit The right and left wheels do not always rotate at the same speed because of road conditions, and especially during cornering. There is a need, then, for a special device that allows the wheels to rotate at different speeds.

&istance + D &istance 6 )"M of inside D )"M of outside wheel In comparing the path of the inside wheel $+( with the path of the outside wheel $6( of a vehicle when it turns along a curve, as illustrated, the outside wheel $6( draws an arc whose radius is the distance F 6, while the inside wheel $+( draws an arc whose radius is the distance F +. Therefore, the distance of
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travel of the outside wheel is longer than that of the inside wheel. !or this reason, the outside wheel is forced to move faster and rotate more than the inside wheel. If one of the wheels is on a flat surface and the other on a rough surface, as illustrated, the wheel $+( on the rough surface naturally must run at a higher rpm than the other wheel $6( on the flat surface. $This is not necessarily so, however, if both wheels are on equally rough surfaces. !urthermore, it is e*tremely rare for both wheels to run at an identical rpm even on ordinary roads, because the two wheels contact the road surface differently even if the road appears to be flat. +nother reason for this difference in rpm between the right and left wheels is the difference in the amounts of tire inflation and wear. In most cases, therefore, if both wheels were forced to run at the same rpm, one of them would slip. Tires would, therefore, wear faster, and the driving performance of the vehicles would be affected as a result. To solve these problems, there is needed a differential device that allows differences in rpm to occur while transmitting equal torque. 3.B.) PRIN0IP1E O. T3E DI..ERENTIA1 &EAR 2NIT The principle of the differential gear unit can be understood using a mechanism consisting of a pinion gear and two racks, as illustrated in figure $a( at the right. The two racks are allowed to slide freely and vertically along the guide $the racks@ weights and sliding resistances are assumed to be identical(. + pinion gear is placed between the two racks. The pinion is connected to a shackle, and can be moved by the shackle.

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If an identical weight $w( is placed on each rack, and the shackle is pulled upward, both racks will move upwards a distance that is equal to the distance that the shackle is pulled up, since an identical resistance is applied to both sides of the pinion and thus prevents the pinion from rotating. 4owever, if a larger weight is placed on the left hand rack and the shackle is pulled up, as in figure $b(, the pinion will rotate along the teeth of the rack which is sub5ected the larger weight because of the difference in the resistances being applied to the pinion. It therefore pushes up the rack that is sub5ected to the smaller weight. The distance the lighter rack is moved up is equal to the amount of rotation of the pinion. This indicates, in other words, that the rack that is sub5ect to the greater resistance roves less while the rack sub5ect to the smaller resistance moves more. Such a principle of rack and pinion movement is used in designing the differential gears.

3.B.3 8A(I0 0ON(TR20TION O. T3E DI..ERENTIA1 &EAR 2NIT .rankshaft rotation which is transmitted by the propeller shaft is reduced as the power is transmitted through the drive pinion to the ring gear. 0n the contrary, however, torque increases and the direction of transmission is changed perpendicular to its original direction. +s illustrated below, two $or four on
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some vehicles( differential pinions and two side gears are built in the differential case which is integrated with the ring gear. When the differential case rotates, the differential pinion, which is fitted to the differential case via the differential pinion shaft, revolves, causing the side gears to rotate. Since the side gears are splined to the rear a*le shaft, they transmit power to the wheel.

3.B.- 8A(I0 .2N0TION O. T3E DI..ERENTIA1 &EAR 2NIT 3.B.-./ (trai4ht ahea! trave" The rolling resistances of the two drive wheels are almost identical when the vehicle is traveling straight ahead on a level road. Therefore, both side gears move equally with the revolution of the differential pinions, and all components rotating as one unit. When resistance is equal in both rear a*le shafts $+ and 6(, as illustrated below, the differential pinions themselves do not rotate but turn as a unit with the ring gear, differential case and pinion shafts. In this case, the differential pinions only function to connect the right and left side gears. +s a result, the two side gears rotate as a unit with the revolution of the differential pinions, causing both drive wheels to turn at an equal rpm.

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3.B.-.) Turnin4 When the vehicle is turning, however, the inside wheel travels less distance $i.e., in a shorter arc( than the outside wheel in comparison with when the vehicle is traveling in a straight line. Since a resistance is therefore applied to the left hand side gear, as illustrated below, each differential pinion rotates around its own shaft and also revolves around the rear a*le. The rpm of the right hand side gear increases as a result.

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RP' A C 8 In other words, since the differential pinion rotates around one of the side gears and moves as a un init with the other $depending on the resistance which is applied to the wheel(, the sum of the rpm of the two is twice as much as the rpm of the ring gear. That is to say, the average rpm of the two is equal to the rpm of the ring gear. The relationship between the rpm of the drive wheels and that of the ring gear can be e*pressed as follows# )pm of ring gear G $rpm of right hand drive wheel( H $rpm of left hand drive wheel( % 3.B.-.3 One Whee" on a 'u!!5 (urface If one of the wheels gets in the mud it will start to slip if the accelerator pedal is pressed. This is because of the e*tremely low friction resistance of the muddy surface. This makes it very difficult to get that wheel out of the mud, because it merely slips $at rpm twice as much as that of the ring gear( instead of moving.

3.D DRIVE A:1E( The drive wheel is the end of the a*le shaftC it has lugs protruding from it. The lugs are separate pieces that are mounted in the drive wheel. The drive wheel bolts onto the brake drum and the wheel rim of the car itself. It is usually a disc about si* or seven inches in diameter. 0ccasionally the drive wheel and the a*le shaft are all one piece. +*les are classified as either ?I8- or &-+&. The live a*le is used to transmit power. The dead a*le only serves as a support for part of the vehicle while providing a mounting for the wheel assembly. Many commercial trucks and truck tractors have dead a*les on the front, whereas practically all passenger vehicles use independent front wheel suspensions and have no front a*les. The shaft in a live a*le assembly may or may not actually support part of the weight of a vehicle, but it does drive the wheels connected to it. + live a*le is involved with steering when it is a front drive a*le. Some live rear a*les
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are also designed to steer. The rear a*le of conventional passenger vehicles is a live a*le, while in a four wheel drive vehicle both front and rear a*les are live. In some si* wheel vehicles, all three a*les are live a*les. 3.D./ A:1E 3O2(IN& The a*le housing may be of the one piece or split $ban5o( type construction. The former, known as the ban5o type because of its appearance, is far more common $fig. 9 %%(. /otice that openings, both front and rear, are provided in the center housing. The front opening is closed by the differential carrier, while the rear is closed by a spherical cover plate. Since the assembly must carry the weight of the vehicle, the a*le housing in heavy trucks and tractors is a heavy cast unit. In light duty trucks it may be a combination of cast and steel tubeC in general, the center or differential and final drive case is a cast and machined unit, whereas the a*le housings themselves may be welded or e*truded steel tubing. Items, such as brake backing plates, mounting flanges, spring mounting plates, and accessory units, may be riveted, welded, or cast into the a*le housing. Inspection covers are often provided through which the internal parts can be inspected, removed, and installed. ?ubricant filler plugs are usually incorporated in the housing inspection cover. To prevent pressure buildup when the a*le becomes warm, a breather vent or valve is provided atop the housing. Without this valve, the resulting pressure could force the a*le lubricant past the rear wheel oil seals and damage the brake linings. The valve is constructed so air may pass in or out of the a*le housingC however, dirt and moisture are kept out.

!igure 9 %%. +*le assembly. 3.D.) REAR DRIVE A:1E

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The rear drive a*le connects the differential side gears to the drive wheels. The a*le may or may not support the weight of the vehicle. )ear a*les are normally induction hardened for increased strength. There are several types of rear a*le designs# semi floating, three quarter floating, and full floating. 4owever the semi and full floating types are the most common. Most automobiles use the semi floating type, whereas four wheel drive vehicles and trucks use full floating a*les. 3.D.)./ (e i+f"oatin4 A$"e The semi floating a*le is used in passenger vehicles and light trucks. In vehicles equipped with this type of a*le, the shaft, as well as the housing, supports the weight of the vehicle. The inner end of the a*le is carried by the side gears in the differential housing. This relieves the a*le shafts of the weight of the differential and the stresses caused by its operation that are taken by the a*le housing. The inner ends of the a*le transmit only turning effort, or torque, and are not acted upon by any other force. The outer end is carried by a bearing located between the shaft and the housing. + tapered roller of ball type bearing transfers the load from the shaft to the housing. The a*le shafts take the stresses caused by turning, skidding, or wobbling of the wheels. The a*le shafts $fig. 9 %2( are flanged or tapered on the ends. When the tapered a*le is used, the brake drum and hub are pressed onto the shafts, using keys to prevent the assemblies from turning on the shafts. In some cases, the outer ends of the shafts may have serrations or splines to correspond with those on the drum and hub assembly. Should the a*le break with this type of a*le assembly, the wheel can separate from the vehicle.

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!igure 9 %2. Semi floating a*le installation. 3.D.).) .u""+."oatin4 A$"e The full floating a*le $fig. 9 %'( is used in many heavy duty trucks. The drive wheel is carried on the outer end of the a*le housing by a pair of tapered roller bearings. The bearings are located outside the a*le housing. In this way, the a*le housings take the full weight of the vehicle and absorb all stresses or end thrust caused by turning, skidding, and pulling. 0nly the a*le shaft transmits torque from the differential. The a*le shaft is connected to the drive wheel through a bolted flange. This allows the a*le shaft to be removed for servicing without removing the wheel.

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!igure 9 %' !ull floating a*le shaft. 3.D.3 .RONT DRIVE A:1E + front drive a*le $fig. 9 %9( is very similar to a rear drive a*leC however, provisions must be made for steering the front wheels. "ower is transmitted from the transfer case to the front a*le by a drive shaft. The differential housing may be set off center in the a*le housing to permit the drive shaft to pass beside the engine oil pan and maintain sufficient road clearance without e*cessive height at the front end of the vehicle. Since the front wheels must turn on the spindle arm pivots, they must be driven by the a*le shaft through universal 5oints, which are located on the outer ends of the a*les. The universal 5oints allow the front wheels and hubs to swivel while still transferring driving power to the hubs and wheels. The cross and roller 5oint shown in figure 9 %9 is similar to conventional B 5oints used on the rear drive shaft, and, in some cases, they are interchangeable. 3.D.3./ There are three 6asic t5pes of "oc9in4 hu6s% which are as fo""ows: 'anua" "oc9in4 hu6 requires the operator to turn a latch on the hub to lock the hub for four wheel drive action. Auto atic "oc9in4 hu6+ hub locks the front wheels to the a*les when the operator shifts into four wheel drive. .u"" ti e hu6+ front hubs are always locked and drive the front wheels.

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!igure 9 %9. !ront drive a*le.

Manual and automatic locking hubs are the most common. Bsed with part time, four wheel drive. They enable the drive line to be in two wheel drive for use on dry pavement. The front wheels can turn without turning the front a*les. This allows for increased fuel economy and reduces drive line wear.

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