Power train In a motor vehicle, the term powertrain or powerplant refers to the group of components that generate power

and deliver it to the road surface, water, or air. This includes the engine, transmission, drive shafts, differentials, and the final drive (drive wheels, continuous track as in tanks or Caterpillar tractors, propeller, etc.).

Internal combustion engines! Simple defination The internal combustion engine is an engine in which the combustion of a fuel (normally a fossil fuel) occurs with an oxidizer (usually air) in a combustion chamber that is an integral part of the working fluid flow circuit. In an internal combustion engine, the expansion of the high-temperature and high-pressure gases produced by combustion apply direct force to some component of the

engine. This force is applied typically to pistons, turbine blades, or a nozzle. This force moves the component over a distance, transforming chemical energy into useful mechanical energy. The first commercially successful internal combustion engine was created by tienne Lenoir.[1]

Types of engines
The term internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described.[1

difference bw ic and external engines

The internal combustion engine (or ICE) is quite different from external combustion engines, such as steam or Stirling engines, in which the energy is delivered to a working fluid not consisting of, mixed with, or contaminated by combustion products. Working fluids can be air, hot water, pressurized water or even liquid sodium, heated in some kind of boiler

DESIEL ENGINE Simple Defination A diesel engine (also known as a compression-ignition engine) is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel, which is injected into the combustion chamber. This is in contrast to spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which uses a spark plug to ignite an air-fuel mixture. The engine was developed by Rudolf Diesel in 1893.

How does it works!!!! The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using a spark plug (compression ignition rather than spark ignition).

In the true diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15:1 and 22:1 resulting in 40-

bar (4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.4 MPa) (about 200 psi) in the petrol engine. This high compression heats the air to 550 C (1,022 F). At about the top of the compression stroke, fuel is injected directly into the compressed air in the combustion chamber. This may be into a (typically toroidal) void in the top of the piston or a prechamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the surface of the droplets. The vapour is then ignited by the heat from the compressed air in the combustion chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. The start of vaporisation causes a delay period during ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in pressure above the piston. The rapid expansion of combustion gases then drives the piston downward, supplying power to the crankshaft.[24] Engines for scale-model aeroplanes use a variant of the Diesel principle but premix fuel and air via a carburation system external to the combustion chambers. As well as the high level of compression allowing combustion to take place without a separate ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing the compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent damaging pre-ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre (TDC), premature detonation is not an issue and compression ratios are much higher.
FOUR STROKE ENGINES A four-stroke engine, also known as four-cycle, is an internal combustion engine in which the piston completes four separate strokesintake, compression, power, and exhaustduring two separate revolutions of the engine's crankshaft, and one single thermodynamic cycle.

TRANSMISSION

A machine consists of a power source and a power transmission system, which provides controlled application of the power. Merriam-Webster defines transmission as: an assembly of parts including the speed-changing gears and the propeller shaft by which the power is transmitted from an engine to a live axle.[1] Often transmission refers simply to the gearbox that uses gears and gear trains to provide speed and torque conversions from a rotating power source to another device.[2][3] In British English the term transmission refers to the whole drive train, including gearbox, clutch, prop shaft (for rear-wheel drive), differential and final drive shafts. In U.S American English, however, the distinction is made that a gearbox is any device which converts speed and torque, whereas a transmission is a type of gearbox that can be "shifted" to dynamically change the speed:torque ratio, such as in a vehicle. The most common use is in motor vehicles, where the transmission adapts the output of the internal combustion engine to the drive wheels. Such engines need to operate at a relatively high rotational speed, which is inappropriate for starting, stopping, and slower travel. The transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the process. Transmissions are also used on pedal bicycles, fixed machines, and anywhere else rotational speed and torque needs to be adapted. Often, a transmission will have multiple gear ratios (or simply "gears"), with the ability to switch between them as speed varies. This switching may be done manually (by the operator), or automatically. Directional (forward and reverse) control may also be provided. Single-ratio transmissions also exist, which simply change the speed and torque (and sometimes direction) of motor output. In motor vehicle applications, the transmission will generally be connected to the crankshaft of the engine. The output of the transmission is transmitted via driveshaft to one or more differentials, which in turn drive the wheels. While a differential may also provide gear

reduction, its primary purpose is to permit the wheels at either end of an axle to rotate at different speeds (essential to avoid wheel slippage on turns) as it changes the direction of rotation.

Continuously variable
Main article: Continuously variable transmission The Continuously Variable Transmission (CVT) is a transmission in which the ratio of the rotational speeds of two shafts, as the input shaft and output shaft of a vehicle or other machine, can be varied continuously within a given range, providing an infinite number of possible ratios. The CVT allows the relationship between the speed of the engine and the speed of the wheels to be selected within a continuous range. This can provide even better fuel economy if the engine is constantly running at a single speed. The transmission is in theory capable of a better user experience, without the rise and fall in speed of an engine, and the jerk felt when poorly changing gears. CVTs are increasingly found on small cars, and especially high-gas-milage or hybrids vehicles. On these platforms the torque is limited because the electric motor can provide torque without changing the speed of the engine. By leaving the engine running at the rate that generates the best gas milage for the given operating conditions, overall milage can be improved over a system with a smaller number of fixed gears, where the system may be operating at peak efficiency only for a small range of speeds. CVTs are rare on other platforms, especially high-torque applications, as they are generally constructed using rubber belts or similar devices that are subject to slippage at high torque.

Semi-automatic
Main article: Semi-automatic transmission A hybrid form of transmission where the an integrated control system handles manipulation of the clutch automatically, but the driver can still - and may be required to - take manual

control of gear selection. This is sometimes called a "clutchless manual," or "automated manual" transmission. Many of these transmissions allow the driver to fully delegate gear shifting choice to the control system, which then effectively acts as if it was a regular automatic transmission. They are generally designed using manual transmission "internals", and when used in passenger cars, have synchromesh operated helical constant mesh gear sets. Early semi-automatic systems used a variety of mechanical and hydraulic systems - including centrifugal clutches, torque converters, electro-mechanical (and even electrostatic) and servo/solenoid controlled clutches - and control schemes - automatic declutching when moving the gearstick, pre-selector controls, centrifugal clutches with drum-sequential shift requiring the driver to lift the throttle for a successful shift, etc. - and some were little more than regular lock-up torque converter automatics with manual gear selection. Most modern implementations, however, tend to be standard or slightly modified manual transmissions (and very occasionally modified automatics, even including a few cases of CVTs with "fake" fixed gear ratios), with servo-controlled clutching and shifting under command of the central engine computer. These are intended to be a combined replacement option both for more expensive and less efficient "normal" automatic systems, and for drivers who prefer manual shift but are no longer able to operate a clutch, and users are encouraged to leave the shift lever in fully automatic "Drive" most of the time, only engaging manualsequential mode for sporty driving or when otherwise strictly necessary. Specific types of this transmission include: Easytronic, Tiptronic and Geartronic, as well as the systems used as standard in all ICE-powered Smart-MCC vehicles, and on geared stepthrough scooters such as the Honda Cub or Suzuki Address. A dual-clutch transmission uses two sets of internals which are alternately used, each with its own clutch, so that a "gearchange" actually only consists of one clutch engaging as the other disengages, making for a supposedly "seamless" shift with no break in (or jarring reuptake of) power transmission. Each clutch's attached shaft carries half of the total input gear complement (with a shared output shaft), including synchronised dog clutch systems that preselect which of its set of ratios is most likely to be needed at the next shift, under command of a computerised control system. Specific types of this transmission include: Direct-Shift Gearbox. There are also sequential transmissions which use the rotation of a drum to switch gears, much like those of a typical fully manual motorcycle.[8] These can be designed with a manual or automatic clutch system, and may be found both in automobiles (particularly track and rally racing cars), motorcycles (typically light "step-thru" type city utility bikes, e.g. the Honda Cub) and quadbikes (often with a separately engaged reversing gear), the latter two normally using a scooter-style centrifugal clutch.

Automatic
Main article: Automatic transmission

Epicyclic gearing or planetary gearing as used in an automatic transmission. Most modern North American and Australian and some European and Japanese cars have an automatic transmission that will select an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible. Automatic transmissions are easy to use. However, in the past, automatic transmissions of this type have had a number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes caused more expenses in repair), have often been less fuel-efficient than their manual counterparts (due to "slippage" in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions this has changed.[citation needed] Attempts to improve the fuel efficiency of automatic transmissions include the use of torque converters which lock up beyond a certain speed, or in the higher gear ratios, eliminating power loss, and overdrive gears which automatically actuate above certain speeds; in older transmissions both technologies could sometimes become intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly. Current computerized transmissions possess very complex programming to both maximize fuel efficiency and eliminate any intrusiveness, and we are at a point in technological advancement where automatics are beginning to outperform manuals in both performance and efficiency.[citation needed]. This is due mainly to electronic advances rather than mechanical ones although improvements in CVT technology and the use of automatic clutches have also helped. The 2012 model of the Honda Jazz sold in the UK actually claims marginally better fuel consumption for the CVT version than the manual version. For certain applications, the slippage inherent in automatic transmissions can be advantageous; for instance, in drag racing, the automatic transmission allows the car to be stopped with the engine at a high rpm (the "stall speed") to allow for a very quick launch when the brakes are released; in fact, a common modification is to increase the stall speed of the transmission. This is even more advantageous for turbocharged engines, where the turbocharger needs to be kept spinning at high rpm by a large flow of exhaust in order to keep the boost pressure up and eliminate the turbo lag that occurs when the engine is idling and the throttle is suddenly opened.

MANUAL

Manual transmission come in two basic types:

a simple but rugged sliding-mesh or unsynchronized / non-synchronous system, where straight-cut spur gear sets are spinning freely, and must be synchronized by the operator matching engine revs to road speed, to avoid noisy and damaging "gear clash", and the now common constant-mesh gearboxes which can include non-synchronised, or synchronized / synchromesh systems, where typically diagonal cut helical (or sometimes either straight-cut, or double-helical) gear sets are constantly "meshed" together, and a dog clutch is used for changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the dog clutch to closely match the rotational speeds of the two sides of the (declutched) transmission before making a full mechanical engagement.

The former type was standard in many vintage cars (alongside e.g. epicyclic and multi-clutch systems) before the development of constant-mesh manuals and hydraulic-epicyclic automatics, older heavy-duty trucks, and can still be found in use in some agricultural equipment. The latter is the modern standard for on- and off-road transport manual and semiautomatic transmission, although it may be found in many forms; e.g., non-synchronised straight-cut in racetrack or super-heavy-duty applications, non-synchro helical in the majority of heavy trucks and motorcycles and in certain classic cars (e.g. the Fiat 500), and partly or fully synchronised helical in almost all modern manual-shift passenger cars and light trucks. Manual transmissions are the most common type outside North America and Australia. They are cheaper, lighter, usually give better performance, and fuel efficiency (although automatic transmissions with torque converter lockup and advanced electronic controls can provide similar results). It is customary for new drivers to learn, and be tested, on a car with a manual gear change. In Malaysia and Denmark all cars used for testing (and because of that, virtually all those used for instruction as well) have a manual transmission. In Japan, the Philippines, Germany, Poland, Italy, Israel, the Netherlands, Belgium, New Zealand, Austria, Bulgaria, the UK,[6][7] Ireland,[7] Sweden, Norway, Estonia, France, Spain, Switzerland, the Australian states of Victoria, Western Australia and Queensland, Finland and Lithuania, a test pass using an automatic car does not entitle the driver to use a manual car on the public road; a test with a manual car is required.[citation needed] Manual transmissions are much more common than automatic transmissions in Asia, Africa, South America and Europe. Manual transmissions can include both synchronized and unsynchronized gearing. For example, reverse gear is usually unsynchronised, as the drive is only expected to engage it when the vehicle is at a standstill. Many older (up to 1970s) cars also lacked syncro on first gear (for various reasons - cost, typically "shorter" overall gearing, engines typically having more low-end torque, the extreme wear which would be placed on a frequently used 1st gear synchroniser...), meaning it also could only be used for moving away from a stop unless the driver became adept at double-declutching and had a particular need to regularly downshift into the lowest gear. Some manual transmissions have an extremely low ratio for first gear, which is referred to as a "creeper gear" or "granny gear". Such gears are usually not synchronized. This feature is common on pickup trucks tailored to trailer-towing, farming, or construction-site work. During normal on-road use, the truck is usually driven without using the creeper gear at all, and second gear is used from a standing start. Some off-road vehicles, most particularly the

Willys Jeep and its descendents, also had transmissions with "granny first"s either as standard or an option, but this function is now more often provided for by a low-range transfer gearbox attached to a normal fully synchronised transmission.

DIFFERENTIALS MEANING PURPOSE

A vehicle's wheels rotate at different speeds, mainly when turning corners. The differential is designed to drive a pair of wheels while allowing them to rotate at different speeds. In vehicles without a differential, such as karts, both driving wheels are forced to rotate at the same speed, usually on a common axle driven by a simple chain-drive mechanism. When cornering, the inner wheel needs to travel a shorter distance than the outer wheel, so with no differential, the result is the inner wheel spinning and/or the outer wheel dragging, and this results in difficult and unpredictable handling, damage to tires and roads, and strain on (or possible failure of) the entire drivetrain.