International Journal of Latest Research in Science and Technology Vol.1,Issue 2 :Page No.D222-D226 ,July-August(2012) http://www.mnkjournals.com/ijlrst.

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ISSN (Online):2278-5299

A brief review of transmission in automobiles

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Ranbir Singh, 2Yogender DCRUST Murthal, Sonepat, India 2 Yogi Industries, Rohtak, India

Abstract- The need for a transmission in an automobile is a consequence of the characteristics of the internal combustion engine. Engines typically operate over a range of 600 to about 7000 revolutions per minute (though this varies, and is typically less for diesel engines), while the automobile vehicle wheels rotate between 0 rpm and around 1800 rpm. Furthermore, the engine provides its highest torque outputs approximately in the middle of its range, while often the greatest torque is required when the vehicle is moving from rest or traveling slowly. Therefore, a system that transforms the engine's output so that it can supply high torque at low speeds, but also operate at highway speeds with the motor still operating within its limits, is required. This paper reviews the transmission system with a concept proposal for hydrodynamic transmission. Keywords - transmission, traction, hydrodynamic transmission

I. INTRODUCTION Transmissions perform this transformation. Many transmissions and gears used in automotive applications are contained in a cast iron case, though more frequently aluminum is used for lower weight especially in cars. There are usually three shafts: a main shaft, a countershaft, and an idler shaft. The main shaft extends outside the case in both directions: the input shaft towards the engine, and the output shaft towards the rear axle (on rear wheel drive cars- front wheel drives generally have the engine and transmission mounted transversely, the differential being part of the transmission assembly.) The shaft is suspended by the main bearings, and is split towards the input end. At the point of the split, a pilot bearing holds the shafts together. The gears and clutches ride on the main shaft, the gears being free to turn relative to the main shaft except when engaged by the clutches. The ability to match the available power to the actual road conditions is known as traction management. Traction management is done by gear box with different gear ratios and the differential. Power is the product of torque and rotational speed. Vehicular traction is reaction force acting at a given wheel radius. All the motor vehicles (automobiles) comprises a power source generally a petrol/ diesel engine or electric motor followed by clutch. Clutch essentially transmits power from engine to gear box and provide engagement and disengagement of the engine to the gear box. A propeller shaft is then used to transmit power/ torque to the differential and differential then transmitting power from a single source to two drive wheels/ axles and providing differentiation in speed to accommodate different rotational speed between two drive wheels/ axles. A transmission provides speed and torque conversions from a rotating power source to another device using gear ratios. 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 ISSN: 2278-5299 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. 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 Differential differentials, which in turn drive the wheels. While a differential may also provide gear reduction, its primary purpose is to change the direction of rotation. Automobile transmission system refers to the assembly of gears and associated automotive components by means of which the power of the engine is multiplied and transmitted to the driving axle. It is also the system through which a driver shifts gears by the action of her hand on the gear lever or gearstick. A manual transmission system is known by several different terms such as standard transmission, stick shift, stick, or straight drive. With the transmissions featuring a driver-operated clutch and a movable gear selector, most of them enable the driver to select any of the forward gears at any time. However in some cases such as the ones installed on motorcycles and some types of racing cars, the driver can only switch to the next-highest or next-lowest gear. The current automobile transmissions comprise a set of four to six forward gears with a reverse gear, but automobiles with manual transmission consisting of eight forward gears have also been built. The transmission system of an automobile is a complex piece of machinery and there are a number of different components that work in conjunction with each other to make it work. Some essential parts of the system are: Automotive Gears and Gear Parts, Clutch, Gear Shifters, Output Shaft, Torque Converters, Transmission Axles. II. TYPES OF TRANSMISSION Manual Transmission-Manual transmissions are the most common type. They are cheaper, lighter, usually give better performance, and fuel efficiency (although the latest D-222

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sophisticated automatic transmissions may yield results slightly better than the ones yielded by manual transmissions). Manual transmission are of two basic types: Sliding-Mesh - 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 revolutions to road speed, to avoid noisy and damaging "gear clash". The nonsynchronous transmission type requires an understanding of gear range, torque, engine power, and multi-functional clutch and shifter functions. Also the need of Double-clutching, and Clutch-brake. This type is commonly found in racing cars, older heavy-duty trucks, and some agricultural equipment. Constant-Mesh- The constant-mesh gearboxes which can include non-synchronized, or synchronized / synchromesh systems, where diagonal cut helical (and sometimes doublehelical) 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. Semi-Automatic Transmission- The creation of computer control also allowed for a sort of cross-breed transmission where the car handles manipulation of the clutch automatically, but the driver can still select the gear manually if desired. This is sometimes called a "clutch less manual," or "automated manual" transmission. Many of these transmissions allow the driver to give full control to the computer. They are generally designed using manual transmission "internals", and when used in passenger cars, have synchromesh operated helical constant mesh gear sets. Automatic Transmission- An automatic transmission will select an appropriate gear ratio without any operator intervention. It primarily uses 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. Current computerized transmissions possess very complex programming to both maximize fuel efficiency. 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. Continuously Variable Transmission (CVT)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, can be varied continuously within a given range, providing an infinite number of possible ratios. The other mechanical transmissions described above only allow a few different gear ratios to be selected, but this type of transmission essentially has an infinite number of ratios available within a finite ISSN: 2278-5299

range. The continuously variable transmission 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 changing gears. Infinitely Variable Transmission (IVT)- The IVT is a specific type of CVT that has an infinite range of input/output ratios. This qualification for the IVT implies that its range of ratios includes a zero output/input ratio that can be continuously approached from a defined 'higher' ratio. A zero output implies an infinite input, which can be continuously approached from a given finite input value with an IVT. Most (if not all) IVT's result from the combination of a CVT with an epicyclic gear system (which is also known as a planetary gear system) that facilitates the subtraction of one speed from another speed within the set of input and planetary gear rotations. This subtraction only needs to result in a continuous range of values that includes a zero output; the maximum output/input ratio can be arbitrarily chosen from infinite practical possibilities through selection of extraneous input or output gear sizes without affecting the zero output or the continuity of the whole system. Importantly, the IVT is distinguished as being 'infinite' in its ratio of high gear to low gear within its range; high gear is infinite times higher than low gear. The IVT is always engaged, even during its zero output adjustment. The term 'infinitely variable transmission' does not imply reverse direction, disengagement, automatic operation, or any other quality except ratio selectability within a continuous range of input/output ratios from a defined minimum to an undefined, 'infinite' maximum. This means continuous range from a defined output/input to zero output/input ratio. Electric Variable Transmission (EVT)- The Electric Variable Transmission (EVT) is a transmission that achieves CVT action and in addition can use separate power inputs to produce one output. An EVT usually is executed in design with an epicyclic differential gear system (which is also known as a planetary gear system). The epicyclic differential gearing performs a "power-split" function, directly connecting a portion of the mechanical power directly through the transmission and splitting off a portion for subsequent conversion to electrical power via a motor/generator. Hence, the EVT is also called a Power Split Transmission (PST). The directly connected portion of the power travelling through the EVT is referred to as the "mechanical path". The remaining power travels down the EVT's "electrical path". That power may be recombined at the output of the transmission or stored for later, more opportune use via a second motor/generator (and energy storage device) connected to the transmission output. The pair of motor/generators forms an Electric Transmission in its own right, but at a lower capacity, than the EVT it is contained within. Generally the Electric Transmission capacity within the EVT is a quarter to a half of the capacity of the EVT. Reasons to use an EVT instead of an equivalently-sized Electrical transmission is that the mechanical path of the EVT is more compact and efficient than the electrical path. The EVT is the essential method for transmitting power in some hybrid vehicles, enabling an Internal Combustion Engine (ICE) to be used in conjunction D-223

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with motor/generators for vehicle propulsion, and having the ability to control the portion of the mechanical power used directly for propelling the vehicle and the portion of mechanical power that is converted to electric power and recombined to drive the vehicle. The EVT and power sources are controlled to provide a balance between the power sources that increases vehicle fuel economy while providing advantageous performance when needed. The EVT may also be used to provide electrically generated power to charge large storage batteries for subsequent electric motor propulsion as needed, or to convert vehicle kinetic energy to electricity through 'regenerative braking' during deceleration. Various configurations of power generation, usage and balance can be implemented with a EVT, enabling great flexibility in propelling hybrid vehicles. The GM system uses two different EVT ranges: one designed for lower speeds with greater mechanical advantage, and one designed for higher speeds, and the electrical path is rated at approximately a quarter of the capacity of the EVT. Other arrangements are possible and applications of EVT's are growing rapidly in number and variety. EVT's are capable of continuously modulating output/input speed ratios like mechanical CVT's, but offer the distinct difference and benefit of being able to also apportion power from two different sources to one output. Hydrostatic Transmission- Hydrostatic transmissions transmit all power hydraulically, using the components of hydraulic machinery. Hydrostatic transmissions do not make use of the hydrodynamic forces of the fluid flow. There is no solid coupling of the input and output. One half of the transmission is a hydraulic pump and the other half is a hydraulic motor, or hydraulic cylinder. Both halves can be placed physically far apart on the vehicle, being connected only by hoses. Hydrostatic drive systems are used on excavators, lawn tractors, forklifts, winch drive systems, heavy lift equipment, agricultural machinery, etc. Hydrodynamic Transmission- If the hydraulic pump and/or hydraulic motor make use of the hydrodynamic effects of the fluid flow, i.e. pressure due to a change in the fluid's momentum as it flows through vanes in a turbine. The pump and motor usually consist of rotating vanes without seals and are typically placed in close proximity. The transmission ratio can be made to vary by means of additional rotating vanes, an effect similar to varying the pitch of an airplane propeller. The torque converter in most automotive automatic transmissions is, in itself, a hydrodynamic transmission. Hydrodynamic transmissions are used in many passenger rail vehicles. Electric Transmission- Electric transmissions convert the mechanical power of the engine(s) to electricity with electric generators and convert it back to mechanical power with electric motors. Electrical or electronic adjustable-speed drive control systems are used to control the speed and torque of the motors. If the generators are driven by turbines, such arrangements are called turbo-electric. Likewise installations powered by diesel-engines are called diesel-electric. Dieselelectric arrangements are used on many railway locomotives, ships and large mining trucks. III. TRACTIVE FORCE REQUIREMENTS Traction is another name for the adhesive friction between two surfaces.[1][2] The units of traction are those of force, or ISSN: 2278-5299

if expressed as a coefficient of traction (as with coefficient of friction) a ratio. Specifically, traction refers to the maximum frictional force that can be produced between surfaces without slipping.[3] Traction is defined as: a physical process in which a tangential force is transmitted across an interface between two bodies through dry friction or an intervening fluid film resulting in motion, stoppage or the transmission of power[4] The traction generated by a tire is a function of vertical force exerted on a tire and the coefficient of friction (!) between the tire and ground. The coefficient of friction is a function of many variables including velocity, temperature, and tire wear. Wet, dry, and/or sandy surface conditions also serve as variables. The coefficient is estimated to be high at 1.5, since these forces will be used when determining component materials and dimensions as an added margin of safety. Vehicles require thrust forces, generated at the tires, to initiate and maintain motion. These forces are usually referred to as tractive forces or the tractive force requirement. If the required tractive force (F) is broken into components the major components of the resisting forces to motion are comprised of acceleration forces (Faccel = ma & I forces), Gradeability requirements (Fgrade), Aerodynamic loads (Faero) and chassis losses (Froll resist ). Thrust force (F), at the tire footprint, required for vehicle motion: F = Faero + Froll resist + Fgrade + Faccel = (/2) Cd A v2 + Crr m g + % slope m g + m a = (/2) Cd A v2 + m g (Crr + % slope + a / g) Where, A = frontal area (m2) v = velocity (m/s) m = mass (kg) Crr = coefficient of roll resistance, usually approximately .015 Cd = coefficient of aero drag for most cars, usually approximately 0.3 - 0.6 % slope = Rise/Run = Tan of the roadway inclination angle Steady state forces are equal to the summation of Faero + Froll resist + Fgrade Transient forces are primarily comprised of acceleration related forces where a change in velocity is required. These include the rotational inertia requirements (FI ) and the translational mass (Fma) requirements, including steady state acceleration. WEIGHT AND ROTATIONAL INERITA EFFECTS: If rotational mass is added it adds not only rotational inertia but also translational inertia. Ti = I (d/dt) = I comp = mk2 comp wheel `= vehicle / rtyre `= m k2 (a / r2tyre ) 2 = [(m k2 2 ) / ( r2tyre )] a Where, = angular acceleration k = radius of gyration m = rotating mass = ratio between rotating component and the tire Therefore if the mass rotates on a vehicle which has translation, Fir&t = { [(k2 2)/(r2tyre)] + 1 } mR a F = Faero + Froll resist + Fgrade + Faccel D-224

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= (/2) Cd A v2 + Crr Wt + % slope Wt + Wt a/g Putting value of wheel Ftyre = (/2) Cd A v2 + mtg (Crr + % slope) + a{ mr [( k2 2 )/( r2tyre )] + mt} Where, = angular velocity of the component Ti = applied torque to overcome inertia I = mass moment of inertia wheel = angular acceleration of the wheel = translational acceleration of the vehicle rtire = rolling radius of the tire (meters) Twheel = applied torque at the wheel Fi = tractive force at the tire footprint to overcome inertia Fi(r&t) = tractive force at the tire footprint required for losses and translational and rotational inertia The Power-Plant Torque is: Tpp = ( Fi(r&t) x rtyre ) / N The speed of the vehicle in km/h is: ( RPMpp / N ) x rtyre x 0.377 Where, rtire = Tire Rolling Radius (meters) N = Numerical Ratio between Power-Plant and Tire

Figure 2: Speed-torque curve III. HYDRODYNAMIC TRANSMISSION Thus the concept of hydrodynamic transmission will be achieved by using variable flow pump and/or motor with adjustable swept volume. The pressure and the flow rate will be controlled by using solenoid valve (electronically controlled directional control valve). Engines typically operate over a range of 600 to about 7000 revolutions per minute (though this varies, and is typically less for diesel engines), while the automobile vehicle wheels rotate between 0 rpm and around 1800 rpm. The engine provides its highest torque outputs approximately in the middle of its range, while often the greatest torque is required when the vehicle is moving from rest or traveling slowly. So 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. Therefore, the hydrodynamic transmission will transforms the engine's output so that it can supply high torque at low speeds, but also operate at higher speeds with the engine/motor still operating within its limits. The ability to match the available power to the actual road conditions is known as traction management. Traction management will be done by hydrodynamic transmission by controlling the pressure and flow rate of hydraulic fluid, as ISSN: 2278-5299

torque is the function of pressure and motor size and speed is the function of fluid flow and motor size (motor size will be so selected that it could provide the maximum torque and speed required). Power is the product of torque and rotational speed. Vehicular traction is reaction force acting at a given wheel radius. In the motor vehicles (automobiles) with hydrodynamic transmission the powers source generally a petrol/ diesel engine or electric motor will be followed by a hydraulic pump that will convert the mechanical power available into pressure and flow rate. The differentiation in speed to accommodate different rotational speed between two drive wheels/ axles will be achieved by putting the two hydraulic motors in same circuit with same pressure. For simple understanding the hydraulic pressure will be generated when the fluid feels resistance, so when the two hydraulic motors are in same loop, and the vehicle takes a turn, then the inner wheel will try to rotate less and outer will have to rotate more. So inner wheel will face a resistance and outer wheel will have less resistance, so the differentiation in speed will be achieved. Other purpose of the differential is to provide gear reduction; with its primary purpose to change the direction of rotation, these purposes are not countable for hydraulic transmission, as direction change is not a problem because of the use of flexible hoses, and further transmission ratios are not required. In motor vehicle applications, the hydraulic pump (variable flow type) will be connected to the crankshaft of the engine. The input of the pressure line will be connected to the reservoir via a strainer, and output to the hydraulic motor with control valves and solenoid valves and strainers and other controls in between. Below is shown the hydraulic circuit, the travel i.e. forward/ reverse, neutral are being controlled by the electronics integrated shift controller. The acceleration being provided by the electronic controller. The breaking action is being given by electric braking signal which actuates the braking as per the signal intensity. These functions i.e. travel, acceleration and braking provide signal to the integrated controller, which in turn control the speed, acceleration, deceleration, braking, torque requirements of the vehicle and the engine output requirements (rpm and torque from engine) are also being controlled and monitored by the same controller. Motor M1 and M2 are for front axle mounting and M3 and M4 for mounting at rear axle. In case of front wheel drive motors M1 and M2 will be used, and for rear wheel drive motor M3 and M4 will be used. And for four wheel drive, motor M1, M2, M3 and M4 will be used. The solenoid operated direction control valve controlled and operated by INTEGRATED CONTROLLER control the flow and pressure based on the inputs from the accelerator pedal and torque and speed requirements. The oil from the reservoir through strainer (2) is pressurized at the required flow rate by the variable displacement pressure compensated rotary vane pump. The pressurized fluid then flows through the strainer and to the DC valve (solenoid operated). The DC valve then operates the circuit (forward/ reverse travel) the flow and pressure being monitored based upon the load and speed sensor inputs. In case of sudden release of accelerator pedal the pressure relief valve will be operated to avoid sudden stoppage of the vehicle. And if the braking is used the hydraulic pressure is also adding braking effort. In case the differential effort is required, as the hydraulic motors are in same loop, the motor which will receive more resistance will rotate less 9pressure is same in the circuit, the pressure being D-225

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developed is transferred to other motors to rotate and thus differential action is achieved.

transmission without the use of gear box in the commercial vehicles and cars is still not seen. Though some hydraulic transmission (hydrostatic) can be seen in some tractors and lawn mowers. This is a field which requires the research to carry out, to develop the cheaper automatic transmission systems for cars and other commercial vehicles which will operate the vehicle with greater efficiency and control. The hydrodynamic transmission could be developed at a cheaper and faster rate. This is a future scope of market to develop hydraulic controlled (hydraulic (hydrodynamic transmission and hydraulic steering) and operated commercial vehicles and cars. REFERENCES
1. 2. 3. Deryl Burch, Estimating Excavation, Craftsman Book Co, (1997), ISBN 0934041962, pp. 215. Raymond George Bayer, Mechanical Wear Fundamentals and Testing, CRC Press, ISBN 0824746201, pp. 3. Clifford J. Schexnayder & Richard Mayo, Construction Management Fundamentals, McGraw-Hill Professional, , ISBN 0072922001, 2003, pp. 346. Jo Yung Wong, Theory of ground vehicles, ISBN 0471354619. Renk, Technical effects on Tracked Vehicle Transmissions West Germany. Design Practices-Passenger Car Automatic Transmission, (Society of Automotive Engineers, INC, Warrendale) Vol. AE-5. SEA, USA, 1973, pp 106-124. Reimpell, Jornsen, Stoll, Helmut, Betzler & Jurgen, The Automotive Chassis: Engineering Principles, Oxford: Butterworth-Heinemann, 2nd Edition, 2001. W. Milliken, Race Car Vehicle Dynamics, Society of Automotive Engineers, Warrendale, 1995. T. D. Gillespie, Fundamentals of Vehicle Dynamics, SAE R-114, Society of Automotive Engineers, Warrendale, PA, 1992. BOSCH: Automotive Handbook, Society of Automotive Engineers, Warrendale, PA, 1993. Robert Bosch, Automotive Handbook, Germany. 4th ED, 1996. Milliken, William and Douglas, Race Car Vehicle Dynamics, Society of Automotive Engineers, Warrendale, PA, 1995. Race-car Chassis Design, Motor books International Publisher, Osceola, WI, 1997. Richard Stone, Introduction to Internal Combustion Engines, Society of Automotive Engineers, Warrendale, PA, 3rd ED, 1999. The Automotive chassis: Engineering principles, SAE International.

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Figure 3: hydraulic circuit for hydrodynamic transmission V. CONCLUSION Though the field of hydraulics is not new, but the research work in the field of hydrodynamic transmission for commercial vehicles and luxury vehicles is not being carried out at an advanced level. The automatic guided vehicle concept can be best controlled by hydraulic transmission and electronics control and supervision. The field of hydraulics is very vast and the vehicle with automatic transmission using hydraulic transmission will give the additional as Self Breaking effect of hydraulic motor mounted at the wheel hub adds additional braking force to the braking requirements. In other words the force applied for breaking by the brake systems (brake leathers/ brake discs) reduces because the hydraulic pressure in the circuit can be used to stop the hydraulic motor, so the life of the brake system increases, (brakes can be eliminated from the vehicle and only the hydraulic pressure will control the vehicle and will provide braking); Price reduction of the vehicle; Better control; Easy control; Vehicle can be remote or satellite controlled; Weight reduction of the vehicle; Better efficiency could be achieved by monitoring the requirements and power available and supply. VI. FUTURE SCOPE OF STUDY The use of hydraulics in transmission is not new. The Automatic transmission came into existence by the use of hydraulics. But the pure usage of hydraulics for automatic ISSN: 2278-5299

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