Transmission System: Windmills Horse Steam Engines Pumping Milling Hoisting
Transmission System: Windmills Horse Steam Engines Pumping Milling Hoisting
Transmission System: Windmills Horse Steam Engines Pumping Milling Hoisting
INTRODUCTION
The mechanism that transmits the power
developed by the engine of Auto mobile to
the engine to the driving wheels is called the
Transmission System.
Fig (1) shows the transmission system (Gear Box) of modern car. Early
transmissions included the right-angle drives and other gearing in windmills,
horse-powered devices, and steam engines, in support of pumping, milling, and
hoisting.
Velocity Ratio:
Velocity ratio is also defined as the ratio of a
distance through which any part of a machine
moves, to that which the driving part moves during
the same time. An object has a mechanical
advantage if it exerts a force higher than the
velocity ratio.
For a Gear the velocity ratio can be defined
as the Ratio of the number of teeth on output
gear to the number of teeth on the input gear.
B) Pressure Plate
It is a plate bolted to the engine flywheel and
its main purpose is to exert pressure against the
clutch plate, holding the plate tight against the
flywheel, and allowing the power to flow from
the engine to the transmission. It must also be
capable of interrupting the power flow by
releasing the pressure on the clutch plate. This
allows the clutch plate to stop rotating while
the flywheel and pressure plate continues to
rotate.
The pressure plate consists of a heavy metal
plate, coil springs or a diaphragm spring, ` Figure 6 : Pressure plate
release levers, and a cover.
When coil springs are used, they are evenly spaced around the metal plate and
located between the plate and the metal cover. This places an even pressure
against the plate, which in turn presses the clutch plate tight against the
flywheel. The cover is bolted tightly to the flywheel and the metal plate is
movable, due to internal linkages. The coil springs are arranged to exert direct
or indirect tension upon the metal plate, depending upon the manufacturers
design. Three release levers (fingers) are used on most pressure plates, evenly
spaced around the cover, to release the holding pressure of the springs on the
clutch plate, allowing it to disengage the power flow.
When a diaphragm spring is used instead of coil springs, the internal linkage is
necessarily different to provide an "over-centre" action to release the clutch
plate from the flywheel. Its operation can be compared to the operation of an oil
can. When depressing the slightly curved metal on the bottom of the can, it
would go over-centre and give out a loud "clicking" noise; when released, the
noise again would be heard and the metal would return to its original position.
A click is not heard in the clutch operation, but the action of the diaphragm
spring is the same as the oil can.
Figure 7: Clutch Assembly when pressure plate is Figure 8: Clutch Assembly when pressure plate is engaged
disengaged
C) Differential
In automobiles and other wheeled vehicles,
the differential allows the outer drive wheel
to rotate faster than the inner drive wheel
during a turn. This is necessary when the
vehicle turns, making the wheel that is
traveling around the outside of the turning
curve roll farther and faster than the other.
The average of the rotational speed of the
two driving wheels equals the input
rotational speed of the drive shaft. An
increase in the speed of one wheel is
balanced by a decrease in the speed of the
other. Figure 9: Path of wheel traced while turning
As the vehicle turns the outer wheel have to
cover the larger arc and the inner wheel will cover smaller arc, so the velocity of
the outer wheel should greater than the inner wheel to reach at the same point in
equal interval.
Manual transmission often features a driver operated clutch and a movable gear
in a manual transmission, the flywheel is attached to the engines crankshaft and
spins along with it. The clutch disc is between the pressure plate and flywheel,
and is held against the flywheel under pressure from the pressure plate.
Advancement in CVT:
A) Toroidal CVTs
The toroidal CVT system another version
of the CVT replaces the belts and pulley with
the discs and power rollers. It is designed to
overcome the shortcoming of belt and pulley
CVT in field of efficiency.
Although such a system seem drastically
different, all of the components are analogous
to a belt and pulley system and lead to the
same results a continuously variable
transmission. Here how its works:
One disc connects to the engine. This
is equivalent to the driving pulley.
Another disc connects to the drive shaft. This is equivalent to the driven
shaft.
Rollers or wheels located between discs act like the belt, transmitting
power from one disc to other.
The wheel can rotate along two axes. They spin around the horizontal
axis, which allows the wheel to touch the discs in different areas. When
the wheel is in contact with the driving disc near the centre, they must
contact the driven disc near the rim, resulting in a reduction in speed and
an increase in torque. When the wheel touch the driving disc near the
centre, resulting in an increase in speed and a decrease in torque. A
simple tilt of the wheels, then incrementally changes the gear ratio,
providing for smooth, nearly instantaneous ratio changes.
Automatic transmission systems have been eclipsing their manual cousins for
the past few years. Yet, despite their apparent popularity, automatic
transmission is not necessarily a better choice for many drivers. However they
do offer advantage over manual transmission in several keys areas. For example
they are easy to use; greatly reduce the risk of stalling, less manually restrictive.
ADVANTAGES:
In principle, the DCT behaves just like as a manual transmission:
Its got input and auxiliary shafts to house gears, synchronizers and a
clutch. It does not have a clutch pedal, because computers, solenoids and
hydraulics do the actual shifting. Even without a clutch pedal, the driver
can still tell the computer when to take action through peddles, buttons or
a gearshift.
Driver experience is one of the many advantages of DCT. With upshift
taking a mere 8 milliseconds many feels that DCT offers the most
dynamic acceleration of any vehicle in the market.
It certainly offers smooth acceleration by eliminating the shift shock that
accompanies gearshifts in manual transmission and even some
automatics.