REFRESHMENT!!!

1. Name one advantage of helical gear teeth over straight spur gear teeth.

2. Name two major jobs of bearings in a powertrain.

3. “Bearings are often ________________to offset the thrust of the

powertrain.”

4. “Looseness in a powertrain from end to end is called ___________.”

5. “Clearance between gear teeth in mesh is called _____________.”

 CHAPTER 2

MANUAL
TRANSMISSION
 OBJECTIVES
After the completion of this lesson, students should
be able to:

i) Explain the gearing system in manual transmissions.

ii) Explain and calculate the gear ratio.
iii) Describe the purpose, design, and operation of a
synchronizer assembly.
MANUAL TRANSMISSION
OPERATION
- Transmission Gear -
- Transmission Gear -
o Have several combinations of large and small gears.

o 1st gear is lower gear ratio to have high torque (starting moving car).

o 2nd gear ratio have substantial torque compare with 1st gear, just to move
car.

o 3rd gear further decrease in torque multiplication, increasing speed and

encouraging fuel economy. Gear ratio 1:1.

o Most today’s transmission gear have 4th gear, provides direct drive or
slightly overdrive.

o 5th gear also is an overdrive gear, with ratio less than 1:1.

o Disengaging clutch each time during gear shifted

 All automotive transmissions are equipped with a varied number of forward speed
gears and one reverse speed.

 Transmission can be divided into groupings according to the number of forward

gears (speeds).

 For many years, the three-speed manual transmission was the commonly used; four-
speed transmissions were found only in heavy- duty or high performance cars.

 The growing concern for improved fuel mileage led to smaller engine with four
speed transmission. The additional gear allowed the smaller engine to perform
better.
 Five-speed transmissions and transaxles are now the most commonly
used units. A five speed transmission is usually a four-speed plus an
overdrive or fifth gear.

 Six-speed transmissions are normally found only in performance cars.

 These units are typically based on a five-speed transmission and have

an extra gear set for a sixth gear.

 Typically fourth gear is a direct drive and fifth and sixth gears are
overdrives.
 - Gear Ratios -
 When one gear turn another, the speed that the two gears in relation to each
other is the gear ratio.
 Gear ratio is expressed as the number of rotations the drive gear must make
in order to rotate the driven gear through one revolution.
 To obtain a gear ratio, simply divide the number of teeth on the driven gear
by the number of teeth on the drive gear.

Ratio : diameter / no of teeth (driven gear)

diameter / no of teeth (drive gear)

 Gear ratio, which are expressed relative to the number one, fall into three
categories:
i) Direct Drive
ii) Gear Reduction
iii) Overdrive
 DIRECT DRIVE

- If two meshed gears are the same

size and have the same number of
teeth, they will turn at the same
speed.

- Since the drive gear turns once for

each revolution of the driven gear,
the gear ratio is 1:1; this is called a
direct drive.

- When a transmission is in direct

drive, the engine and transmission
turn at the same speed.
 GEAR REDUCTION

If one gear drives a second gear that

has three times the number of teeth,
the smaller drive gear must travel
three complete revolutions in order to
drive the larger gear through one
rotation. So the gear ratio is 3:1 (three
to one)

This type of gear arrangement, where

driven gear speed is slower than
drive gear speed, provides gear Gear reduction is used for the lower gears in a
reduction. transmission.

Gear reduction may also be called First gear in a transmission is called ‘low’ gear
underdrive as drive speed is less than because output speed, not gear ratio is low.
or under, driven speed.
Low gears have numerically high gear ratios.
 OVERDRIVE
• Overdrive is the opposite of a gear
reduction condition and occurs when a
driven gear turns faster than its drive
gear.

• For the gears show in the figure, the

driven gear turns three times for each
turn of the drive gear. The driven gear is
said to overdrive the drive gear.

• For this example, the gear ratio is

0.33:1.
NOTE: Ratios always end in 1 with a colon in
• Overdrive ratios of 0.65:1 and 0.70:1
between. Therefore, the first number is less than 1
are typical of those used in automotive
applications.
if it is an overdrive ratio and greater than 1 if it is
a gear reduction ratio.
 IDLER GEARS

 In a gear train , a gear that operates between the drive and driven gears is called a floating
gear, or idler gear.
 Idler gears do not affect the speed relationship between the drive and driven gears, although
they do affect the direction of rotation.
 Reverse gear on an automatic transmission often uses an idler gear to change the direction of
rotation.
 When a drive and driven gear mesh directly, they rotate in opposite directions. When an idler
gear is installed between the gears, both gear rotate in the same direction.
 The presence of idler gears in the gear train does not affect the gear ratio.
 POWERTRAIN GEAR RATIOS
 A transmission enables a vehicle to maximize engine torque, allowing the vehicle to
move more efficiently.

 The transmission is aided in this task by the final drive gearing.

 These components work together to provide select gear ratios that take maximum
advantage of engine torque available through various speed ranges.

 The gear ratio represents the number of turns of the input gear to one turn of the
output gear.

 A transmission/transaxle usually uses two pairs of gears to achieve each gear ratio,
and there may be four five or six forward gears plus reverse.

 When two pairs of gears are used to create a gear, simply multiply the two ratios
together to get the gear ratio.
 A low first gear ratio creates a high
amount of torque applied to the drive
wheels to get the vehicle moving.

 To summarize what is occurring if the

engine speed is constant:
1st gear:
- Output shaft speed is a lot lower than
engine speed.
- Output torque is a lot higher than the
engine is producing.

5th gear:
- Output shaft speed is faster than the Gear ratio is determined by dividing the
engine speed. number of teeth of the driven (output) gear (24
- Output torque is lower than the engine teeth) by the number of teeth on the driving
is producing. (input) gear (12 teeth). The ratio illustrated is
2:1.
TYPES OF MANUAL TRANSMISSION

 3 Major types; Sliding gear, Collar shift and Synchromesh

designs.

 Sliding gear use 2 or more shaft mounted in parallel, sliding

spur gear arranged to mesh with each other. Changing gear is
very difficult when gear is rotating, normally grind into
mesh. Usually use on farm and industrial machines.

 Collar shift transmission has parallel shafts fitted with gear in

constant mesh. Change gear ratio is accomplished by locking
free-running gears to their shaft using sliding collars.
 Synchromesh transmission
 A synchromesh transmission is a constant mesh, collar shift transmission
equipped with synchronizers; equalize speed of shaft before they are engaged.

 The action of the synchronizer eliminates gear clashing and allows smooth gear
changing.

 Fully synchronized transmissions are used on all current vehicle models and
are commonly found in other machines whenever shifting while moving is
required.

 Engine torque is applied to the transmission’s input shaft when the clutch is
engaged. The input shaft enters the transmission case, where it is supported by
a large ball or tapered roller bearing and fitted with a gear.
 The gear on the input shaft is called the input gear, main drive gear, or the clutch
gear.

 The output shaft (main shaft) is inserted into, but rotates independent from the
input shaft.

 The main shaft is supported by the input shaft bearing and a bearing at the rear of
the transmission case. The various speed gears rotate on the main shaft.

 Located below or to the side of the input and main shaft assembly is a countershaft
that is fitted with several sized gears.

 All of these gears but one are in constant mesh with the gears in the main shaft
(output shaft); the remaining gear is in constant mesh with the input gear.
 Gear changes occur when the
driver selects a gear and it is
locked or connected to the main
shaft.

 This is accomplished by the

movement of a collar that
connects the gear to the shaft.

 Smooth and quiet shifting is only

possible when the gears and shaft
are rotating at the same speed.
This is the primary function of the
synchronizers.
 SYNCHRONIZERS
 It brings components that are rotating at
different speeds to one synchronized speed.
It also serves to lock these parts together.

 The forward gears of all current

automotive transmission are synchronized.

 Some older transmissions and truck

transmissions were not equipped with
synchronizers on first or reverse gears.
These gears could be easily engaged only
when the vehicle was stopped.

 A single synchronizer is place between 2

different speed gears; therefore,
transmissions have 2 or 3 synchronizer
assemblies.
 - Synchronizer Designs -
 4 types of synchronizers used in synchromesh transmission: block, disc and plate, plain, and
pin.
 The most commonly used type on current transmissions is the block.
 All synchronizers use friction to synchronize gear and shaft speed before making a
connection.
 Block synchronizers consist of a (clutch) hub, sleeve, blocking ring, and inserts (keys).
 Block synchronizers are commonly referred to as cone synchronizers.

 Bronze/brass blocking rings are positioned at the front and rear of each
synchronizer assembly.

 Blocking rings are made of brass or bronze because of the high heat produced
by friction. These metals minimize the wear on the hardened steel gear’s cone.

 Today’s common trend; reduce as many frictional losses as possible, include

reducing frictional heat at blocking ring. Powdered metal and organic friction
materials are currently being used and/or tested by a few manufacturers.

 Blocking rings are notched to accept the insert keys that cause them to rotate
at the same speed as the hub.
 Around the outside of the blocking ring
is a set of beveled dog teeth.

 These teeth are used for alignment

during the shift sequence.

 The inside of the blocking ring is

shaped like a cone covered with many
sharp grooves. The inner surfaces of
the blocking rings match the conical
shape of the driven gear’s shoulders.

 These cone-shaped surfaces serve as

frictional surfaces for the synchronizer.

 The gear shoulder also has a ring of

beveled dog teeth design to align with
the dog teeth on the blocking ring.
 - Synchronizer Operation -
Synchronizer in neutral position before shift
 When the transmission is in
neutral, the synchronizers are in
their neutral position and are not
rotating with the main shaft.

 The main shaft’s gears are

meshed with the counter gears
and are rotating with the
countershaft.

 However, they turn freely at

various speeds on the main shaft
and do not cause the shaft to
rotate because they are not
connected to it.
 When gear is selected, the shifting fork During Synchronization – blocking ring &
forces the sleeve toward the selected gear.
gear shoulder contacting
 As the sleeve moves, so do the inserts
because they are locked in the sleeve’s
internal groove.

 The movement of the inserts pushes the

blocking ring into contact with the driven
gear’s shoulder.

 When this contact is made, the grooves on

the blocking ring’s cone cut through the film
of lubrication on the gear’s shoulder.

 If film is not cut by the grooves,

synchronization cannot take place.

 Destroying the film allows for metal-to-metal

contact, beginning the speed
synchronization of the two parts.

 The resultant friction between the two brings

the gear cone to the blocking ring cone’s
speed.
 As the components reach the same speed, Shift completed – collar locks driven gear
the synchronizer’s blocking ring prevents to hub & shaft
the sliding sleeve from engaging the dog
teeth of the speed gear.

 When shaft speeds are equalized, the

blocking ring relaxes and permits the
sliding sleeve to engage the speed gear’s
external dog teeth.

 This completes the engagement of the

synchronizer; the gear is now locked to the
main shaft.

 The blocking ring will only allow the sleeve

to mesh with the gear when its teeth are
lined up with the locking teeth on the gear.
 Power now flows from the input gear to the counter gear, back up to the speed gear, which is
locked by the synchronizer.

 Power then flows from the gear through the locking teeth to the sleeve, then to the hub, and
finally to the main shaft.

 To disengage a gear, the shifter is moved to the neutral position, which causes the synchronizer
sleeve to move away from the previous gear, thereby disconnecting it from the shaft.
 In summary, synchronization occurs in three stages.

FIRST STAGE

- The sleeve is moved toward the gear by the shift lever and engages
the hub assembly.

SECOND STAGE
- The sleeve movement causes the inserts to press the blocking ring
on to the cone of the gear.
THIRD STAGE

- The synchronizer ring completes its friction fit over the gear cone
and the gear is brought up to the same speed as the synchronizer
assembly.
- The sleeve slides onto the gear’s teeth and locks the gear and its
synchronizer assembly to the main shaft.
 Basic Operation of Manual Transmission
 All manual transmissions function in much the same way and have similar
parts.

 The transmission case is normally a cast aluminum or magnesium case that

houses most of the transmission gears and has machined surfaces for the
cover, rear extension housing, and mounting to the clutch’s bell housing.

 The counter gear assembly is usually located in the lower portion of the
transmission case and is constantly in mesh with the input gear.

 The countershaft has several different sized gears on it, which rotate as one
solid assembly.

 Normally the counter gear assembly rotates on the countershaft using

several rows of roller or needle bearing.
Basic Operation of Manual Transmission
 The speed gears are located on the main shaft. These gears are not fastened to the
main shaft and rotate freely on the main shaft journals.

 They are constantly in mesh with and are turned by the counter gears.

 A worm gear may be machined into or pressed onto the rear of the main shaft to drive
a speedometer pinion gear.

 The outer end of the main shaft has splines for the slip-joint yoke of the drive shaft.
 Reverse gear is not meshed with the counter gear as the forward gears,
rather, the reverse idler gear is.

 Normally, reverse gear is engaged by sliding it into mesh with the reverse
idler gear.

 The addition of this third gear causes the reverse gear to rotate in the
opposite direction from the forward gears.

 The arrangement of the shafts in a transmission requires bearings for

support. The ends of the shaft are fitted with large roller or ball bearings
pressed onto the shaft.

 Some transmission with long shafts use an intermediate bearing, which is

fitted into the intermediate bearing housing, to give added strength to the
shaft.

 Small roller or needle bearings are often used on the countershaft,

reverse idler gear shaft, and at the connection of the output shaft to the
input shaft.
 SUMMARY
 A transmission is a system of gears and shafts that multiplies, reduces, or
directly transfers the engine’s power to the drive axles of the vehicle.

 By moving the shift lever, the driver can select various gear and speed
ratios that provide a choice of both speed and torque.

 In low or first gear, a small gear on the input shaft drives a larger gear on
another shaft. This reduces the speed of the larger gear but increases its
turning force or torque. Connected to the second shaft is a small gear that
drives a larger gear, which serves as the output with less speed and more
torque.

 To calculate the gear ratio of a gear set with four gears. Divide the driven
(output) gear of the first set by the drive (input) gear of the first set. Do the
same for the second set of gears, then multiply the answer from the first
by the second. The result is equal to the gear ratio of the entire gear set.
 SUMMARY
 Fully synchronized transmissions are used on all current vehicle models
and are commonly found in other machine whenever shifting while moving
is required.

 A synchronizer’s primary purpose is to bring components that are rotating

at different speeds to one synchronized speed. It also serves to lock these
parts together.

 There are four types of synchronizers used in synchromesh transmissions:

block, disc and plate, plain, and pin. The most commonly used type on
current transmissions is the block. All synchronizers use friction to
synchronize the speed of the gear and shaft before the connection is made.

 All automotive transmissions are equipped with a varied number of forward

speed gears and one reverse gear. Today’s transmission have four, five or
six forward speed.
 REFERENCES
 Erjavec Jack, 2005, TechOne: Manual Transmission,
Delmar, ISBN 1-4018-3400-0

 James D. Halderman, 2003, Automotive Technology,

2nd Ed, PRENTICE HALL