GEARBOXES IN AUTOMOBILES

The necessity for a gearbox

A vehicle requires a high torque to start off and climb hills. At high vehicle speeds however such a large torque is not required. Engine rpm is high and the output (horsepower) is sufficient to maintain vehicle speed. To compensate for these opposing demands some form of torque conversion is required

An assembly of gears is provided within the transmission to change the engine output to suit driving conditions. It acts as a torque multiplier, sacrificing engine/vehicle speed for an increase in torque, to enable the vehicle to start off and climb steep hills (bottom left and right-hand

Transmission Features
A manual transmission should:
be able to increase torque to the drive wheels for quick acceleration supply different gear ratios to match load conditions provide a reverse gear provide an easy means of shifting gears operate quietly with minimum power loss

A manual transmission is designed to change the vehicles drive wheel speed and torque in relation to engine speed and torque

 Gears are round wheels with teeth machined on their perimeters They transmit turning effort from one shaft to another When gears are different sizes, output speed and torque change

Gear Drive

Small gear driving a larger gear

Gear Drive

Large gear driving a smaller gear

Gear Ratio
The number of revolutions a drive gear must turn before the driven gear completes one revolution Calculated by dividing the number of teeth on the driven gear by the number of teeth on the drive gear
Gear Ratio = # of driven gear teeth # of drive gear teeth

Gear Ratio
If the drive gear has 12 teeth and the driven gear has 24 teeth, the gear ratio is two-to-one
Gear Ratio = # of driven gear teeth # of drive gear teeth = 24 12 = 2 or written 2:1

Gear Ratio

Transmission Gear Ratios

First gear Second gear Third (high) gear Reverse gear 3:1 2:1 1:1 3:1

Gear Ranges

Gear reduction

Direct drive

Output shaft rotation is reversed

Gear Reduction
Occurs when a small gear drives a larger gear Increases turning force (torque) Used in lower transmission gears

Overdrive Ratio
Results when a larger gear drives a smaller gear Output gear speed increases Output torque is reduced

Gear Types
Two gear types are commonly used in automotive transmissions: spur gears helical gears

Spur Gears
Somewhat noisy Teeth are cut parallel to the centerline of the gear shaft Used for sliding gears such as reverse gear

Helical Gears
Teeth are machined at an angle to the centerline Quieter and stronger than spur gears Used for main drive gears which are in constant mesh

Basic Transmission Parts

Input shaft Gears Synchronizers Shift forks

Shift linkage Gear shift lever Output shaft Transmission case

Transmission Case
Supports the bearings and shafts Provides an enclosure for gear oil Made of cast iron or aluminum Drain plug and fill plug are provided
typically, the oil level should be level with the bottom of the fill plug hole at operating temperature

Manual Transmission

Transmission Shafts
At least four shafts are commonly used:
input shaft countershaft reverse idler shaft output shaft

Transmission Shafts

Input Shaft
Transfers rotation from the clutch disc to the countershaft gears Anytime the clutch disc turns, the input shaft gear turns

Input Gear

Machined part of the steel input shaft

Countershaft
Holds the countershaft gears into mesh with the input gear and other gears Located slightly below and to one side of the input shaft

Countershaft Gear

Several gears machined from a single piece of steel

Output Shaft
Holds the output gears and synchronizers Connects to the drive shaft to turn the wheels Gears are free to revolve on the shaft, but the synchronizers are locked on the shaft by splines

Transmission Gears

Input shaft gear turns countershaft gears. Countershaft gears turn output shaft gears

Reverse Idler Shaft

Supports the reverse idler gear, Allows reverse idler gear to mesh with gears on both the countershaft and output shaft

Reverse Idler Gear Assembly

 There are several types:

three-speed four-speed five-speed

Some transmissions have overdrive in high gear Extra gear ratios are needed for small, low-horsepower engines

Types of Gearboxes: Sliding Mesh Gear box Constant Mesh Gear Box Synchromesh Gear Box Epicyclic Gear Box

1.main drive gear 2.counter shaft 3.main shaft 4.I gear 5.II gear 6.III gear 7.top speed engaging dogs

In this type of gear box, gears are engaged and disengaged by sliding of the gear wheels. Gear wheels on the main shaft engage with gear wheels on the lay shaft or counter shaft by sliding themselves.

Sliding mesh gearbox

1.I speed gear 2.II speed gear 3.main shaft 4.III speed gear 5.top and III speed engaging dogs 6.top gear 7.primary shaft or main drive gear 8.counter shaft/cluster gear

In this case, gear wheels on the main shaft and lay shafts are constantly engaged and the rotary motion is transmitted to the main shaft by engaging dog clutches.

Advantages of Constant mesh gearbox over Sliding mesh Gearbox:

Helical and herringbone gear can be employed in these gearboxes and, therefore, constant mesh gearboxes are quieter. Synchronizing devices can be easily incorporated. Since the gears are engaged by dog clutches, if any damage occurs while engaging the gears, the dog unit members get damaged and not the gear wheels. By suitably designing the dog clutch, the gear changing can be made easier. Damage to the dog clutch is less likely because all the teeth are engaged at a time.

1.I speed gear 2.II speed gear 3.main shaft 4.outer engaging unit 5.inner engaging unit 6.top gear engaging teeth 7.main drive gear 8.top gear synchronizing cones 9.counter shaft

Synchronizers
Synchronizers have two functions:
prevent the gears from clashing (grinding) during engagement lock the output gear to the output shaft

Synchronizer Operation
When the driver shifts gears, the synchronizer sleeve slides on its splined hub toward the output gear Blocking ring cone rubs on the side of the drive gear cone, causing friction between the two Output gear, synchronizer, and the output shaft begin to spin at the same speed

Synchronizer Operation
As soon as the speed is equalized, the sleeve can slide over the blocking ring and spur gear teeth on the output gear This locks the output gear to the synchronizer hub and to the shaft Power flows through that gear to the drive wheels

Synchronizer Operation

Synchronizer Construction

Hub is splined to the output shaft

 In such gear boxes epicyclic gear trains are employed to get the various gear ratios. The characteristic feature of an epicyclic gearing is that at least one wheel not only rotates about its own axis but also rotates about some other axis.

Automatic

gearboxes typically use one or more compound planetary gearsets instead of chaining regular gearsets together. They look just like a regular planetary gearset from the outside, but inside there are two sun gears and two sets of intermeshing planet gears. There is still only one ring gear though.

Shift Forks

Transfer movement from the gear shift linkage to the sleeves

Shift Fork Assembly

Movement of shift linkage moves the shift fork

External Shift Rod Linkage

Internal Shift Rail Linkage

Column Shift Mechanism

First Gear
Linkage rods move the shift forks so that first gear synchronizer is engaged to the first output gear Input shaft gear turns the countershaft gears First gear is locked to the output shaft Small gear on countershaft drives larger gear on the output shaft Gear ratio is about 3:1

First Gear

Second Gear
First gear synchronizer is slid away from first gear Second-third synchronizer is then engaged Power flow is through second gear on the output shaft Gear ratio is about 2:1

Second Gear

Third Gear
Synchronizer is slid over the small teeth on the input shaft gear Synchronizer locks the input shaft directly to the output shaft All the output shaft gears freewheel on the shaft Power flow is straight through the transmission Gear ratio is 1:1

Third Gear

Reverse
Synchronizer is moved into the reverse gear on the output shaft, locking the gear to the output shaft Power flows through the countershaft, reverse idler gear, reverse gear, and to the output shaft

Reverse

Neutral
All the synchronizer sleeves are located in the center of their hubs All the output shaft gears freewheel on the output shaft No power is transmitted to the output shaft

Neutral

Overdrive
In many transmissions, high gear is an overdrive Gear ratio is less than 1:1
e.g. 0.87:1

Overdrive increases fuel economy

Front-Engine, FourWheel Drive Vehicle

 Worm gear on the output shaft drives the speedometer gear and cable Gear on the output shaft turns a plastic gear on the end of the speedometer cable Cable runs through a housing up to the speedometer head

Back-up Light Switch

Closed by the action of the reverse gear shift linkage When shifted into reverse, the linkage closes the switch Switch carries current to the back-up lamps

Gearshift Control Mechanisms

The double meshing prevention mechanism is essential to prevent the section of two gears at the same time and severe damage to the transmission. The shift fork lock plate fits into two of the three shift fork head slots locking all shift forks except the one in use.

Interlock device

In this type of interlock mechanism the interlock pins fit into slots in the shift fork shafts. The movement of shift fork shaft No. 1 has pushed the interlock pins further into the shift fork shafts, locking them into position and preventing the selection of two gears at once.

Shift detent mechanism alternative

Transmission Diagnosis
Clutch problem
Transmission doesn't go into gear

Transmission failure
Results from abuse or misapplication Determine cause before removal

Some typical symptoms:

Gear clashing during shifting Hard shifting and jumping out of gear Unusual noise

Lubricant Checks
Lubricant level
Checked by removing the fill plug and inserting your little finger inside the hole

Check for leaks

Front and rear seals Any switches Plug or vents Gaskets

Oil leakage can result in transmission failure

Transmission Removal
Major steps
Removing a transmission can be dangerous
Drain gear oil before installing jack May be necessary to remove exhaust pipes

Disconnect battery Remove speedometer cable Disconnect external shift linkage Remove and clean transmission
Identify transmission before ordering parts

Transmission Disassembly
Major steps
Check service manual before disassembling Look for damage
Gears develop normal wear pattern with use

Remove front bearing retainer and snap rings Remove countershaft and mainshaft
Mainshaft removed from rear or top of transmission

Remove the input shaft

Be careful not to damage gears

Disassemble the Mainshaft Assembly

Major steps
Lay parts out as they are disassembled
Keep parts in order

High-gear synchro clutch hub

Held on mainshaft with a snap ring Remove snap ring with snap ring pliers

Press or puller pulls synchronizer clutch hub

Synchronizer Inspection
Best way to tell if synchro is not working
Test-drive the vehicle

Worn synchro
Causes gear clashing

Inspect synchronized gears

Rarely experience excessive wear

Inspect synchro sleeve

Even width across length

Inspect Blocker Rings

Inspect brass blocker rings if they are to be reused
Inside surface should have sharp edges

Push blocker ring against polished tapered surface on gear that it rides on
Should grab against chrome surface

Reassemble the Synchronizers

Reassemble synchronizer hub parts
Three inserts are held in place with a round spring

Install springs so they rotate in opposite directions

Inspect Input Shaft and Mainshaft

Inspect mainshaft splines
May be twisted from abusive driving Twisted spline prevents drive shaft slip yoke from sliding in and out of transmission

Inspect drive gear for VSS or speedometer

Located on the output shaft Rarely suffers damage A special puller is available to pull these gears

Replace Worn Bearings

Use a press and support inside of bearing with bearing separator
Reassembling: apply pressure on inside of bearing only

Needle Bearing Installation

Needle bearings are sometimes caged
Can also be loose and installed one at a time Count needle bearings during disassembly

Service manual
Specifies number of

End Play
Thrust washers
Control end clearance Determine where gear will be positioned

Check gear clearance after all gears are assembled

Adjust clearance by changing thickness of snap ring

Reassemble the Transmission

Before assembling
Locate and assemble any new replacement parts

Two gears operating in mesh

Create wear pattern

Gear is replaced
Corresponding gear also replaced Using an old gear with a new gear can result in unacceptable gear noise

Install the Transmission

Major steps
Be sure clutch fork is properly seated on its pivot Align transmission with engine Shake transmission while rotating it back and forth Install bolts in transmission Torque to specifications

Add Lubricant
Important considerations
Add recommended lubricant before driving the vehicle Lubricant level should come to bottom of fill hole

Transmission Noise
Verify noise is coming from transmission Test Drive with customer Process of elimination Noises
Bearings Will show up worse under load Gear teeth Synchronizers Gear clash Noise specific to a certain gear

Rough Growling Noise

Several possible problems Neutral with engine running
Input shaft roller bearings

Vehicle moving
Input and output shaft rotating If forward or reverse but not neutral, possible output shaft bearings

Gear Clash
Grinding noise during shifting Caused by one gear set remaining partly engaged while another gear set attempts to turn the main shaft Incorrect Clutch Adjustment Damaged, worn synchronizers Improper lubricant Low lubricant

Hard Shifting
Difficult to move from gear to gear (especially under load) Check Clutch Adjustment Check hydraulic system operation Damage inside the transmission/transaxle Excessive wear on gear locking or clutching teeth gear Badly worn bearings Damaged shift linkage

Jumping out of Gear

If when decelerating
Shift lever and internal gearshift linkage wear or misalignment Excessive clearance between gears and input shaft Badly worn bearings Internal components
Clutch pilot bearing Gear teeth Shift forks Shift rails Springs or detents

Locked in Gear
Gearshift linkage damaged or misadjusted Low lubricant level Excessively low lubricant level will cause numerous loud noises and lock ups of various types Worn support bearings