REFRESHMENT!!
1. Match each item below with the correct job it performs listed at the right.
a. Clutch 1. Equalizes power for turning.
b. Transmission 2. Connects and disconnects power.
c. Differential 3. Selects speeds and direction.
2. Two gears are in mesh. Gear A has 12 teeth, while gear B has 24 teeth. When
gear A has made one complete revolution, how far has gear B traveled?
3. “For speed reduction in low gears, a larger gear drives a smaller gear.” T/F?
4. Does reducing gear speeds increase or decrease the twisting force of the gear
shaft?
5. Why does torque increase when a smaller gear drives a larger gear?
CHAPTER 2
MANUAL
TRANSMISSION
OBJECTIVE
After the completion of this lesson, students should
be able to:
i) Identify manual transmission models.
ii) Recognize and describe the types of gears, types of gear wears
and types of bearings in the transmission system.
iii) Describe the backlash problem in gears.
BASIC THEORY
Introduction to manual transmission
Assemblies of gears and shafts that transmit power from engine to
drive axle. Changes in gear and speed ratio are controlled by driver.
A Transmission system
Gearing in Manual Transmission
Manual Transmission outlook structures
Actual Model of
transmission
3D Model of
transmisson
Direct control type
2D Model of 2D Model of transmission
transmission
Educational kit of transmission system
A sectional view of transmission system I A sectional view of transmission system II
Basic Theory
GEARS
The main components of all
powertrains are gears.
There are 2 sets of gears in the
powertrain: the transmission and
the differential.
The transmission allows the gear
ratio to change and the differential
unit changes the power output from
the transmission and allows the
drive wheels to rotate at different
speeds during turns; this prevents
tire scuffing. Through the use of
different gear ratios, torque is
multiplied.
Torque (Nm): multiplying force by the
Gears apply torque to other distance form the center of the shaft to
rotating members of the powertrain the point where the force is exerted.
and are used to multiply torque.
Gear ratio: mathematical relationship of
one gear to another gears.
- Types of gears -
-Gears in automobiles-
Gear position in manual transmission
-Gears in automobiles-
Actual gear position in manual transmission
(Sources: Hyundai-Inokom)
BACKLASH IN GEARS
o Backlash is the clearance or ‘play’ between two
gears in mesh.
o Too much backlash can be caused by worn gear
teeth, an improper meshing of teeth, or
bearings which do not support the gears
properly.
o Too much backlash can result in severe impact
on the gear teeth from sudden stops or
reverses of the gears. Broken gear teeth and
gears bouncing under impact also results from
too much backlash.
o On the normal gear, the clearance of the teeth
at the pitch diameters is very small.
o On the worn gears with too much backlash,
forces cause a greater movement and a higher
impact which can break the teeth or at least
cause the gears to bounce.
Backlash is measured with a dial
indicator mounted so its stem is in
line with the rotation of the gear and
perpendicular to the angle of teeth.
The gear is moved in both directions
while the other gear it meshes with is
held.
The amount of movement on the dial
indicator equals the amount of
backlash present.
The proper placement of shims on a
gear shaft is the normal procedure for
making backlash adjustment.
GEAR WEAR
All new gear teeth have slight imperfections, but these normally disappear
during break-in as the teeth are oiled and become polished.
When a lack of lubrication or other factors cause a gear to fail, a thorough
visual inspection can normally determine the cause of failure.
Excessive wear/or grooves on the teeth are normally caused by fine
particles carried in the lubricant or embedded in the tooth surfaces.
The usual sources of these fine particles are metal particles from gear teeth,
abrasives left in the gear case, or sand and scale from the housing casting.
- Gear tooth wear and failures -
- Gear tooth wear and failures -
GEAR WEAR
1) NORMAL WEAR
- This is the normal polishing of the gear teeth as they operate.
- The polished surface should extend the full length of the tooth from near the bottom to the
tip of the tooth.
- Gears which are manufactured properly, well lubricated, and not overloaded or
improperly installed will show this condition after many hours of service.
2) ABRASIVE WEAR
- Surface injury caused by particles carried in the lubricant or embedded in the tooth
surfaces.
- The causes are metal particles from gear teeth, abrasive left in the gear case, or sand and
scale from castings.
3) SCRATCHING
- Often found on gears which handle heavy loads at slow speeds.
- It is caused by particles of metal flaking off the gears which are larger than the abrasive
particles.
- Generally, it indicates the wrong gear design for the load.
4) OVERLOAD WEAR
- If the contact surface is worn but smooth, the gears have been overloaded and metal has
been removed by the sliding pressure causing a depression in the length of the teeth.
- Continuous use will result in backlash and severe peening which may be misleading as to
the real cause of the wear.
5) ROLLING AND PEENING
- Rolling : i) the result of overload and sliding which leaves a burr on the
tooth edge.
ii) too little bearing support or too ductile metal results in plastic
flow of the metal due to sliding pressure.
- Peening : i) the result of backlash and the force causing a tooth to
hammer on another with tremendous impact.
ii ) lubricants are forced out and metal bears directly on metal.
6) RIPPLING
- Wavy surface or ‘fish scales’ on the teeth at right angles to the direction of slide.
- May be caused by surface yielding due to ‘slipstick’ friction resulting from lack of
lubrication, heavy loads, or vibrations.
7) SCORING
- Caused by temperature rise and thinning or rupture of the lubricant film as from too
heavy loads.
- Pressure and sliding action heats the gear and permits metal transfer from one tooth to
the face of another.
- As the process continues, chunks of metal loosen and gouge the teeth in the direction of
the sliding motion.
- The temperature rise here is slow and not as high as burning wear.
8) PITTING
- Micro-pitting can occur and would appear as a gray surface which may advance slowly
to an actual pitted condition.
- This type of condition is sometimes associated with thin oil film, possibly due to high oil
temperatures.
9) SPALLING
- Common wear condition which starts with fine surface cracks and eventually results in
large flakes or chips leaving the tooth face.
- Spalling may occur one or two teeth but the chips may cause other damage to the
remaining teeth.
10) CORROSION
- Corrosive wear results in an erosion of the tooth surfaces by acid.
- The acid is formed by moisture combining with lubricant impurities and atmospheric
contaminants.
- Generally, the surfaces become pitted, causing an uneven surface and distribution of
stresses which lead to chipping and spalling.
11) BURNING
- Caused by the complete failure of lubricants or a lack of lubrication.
- During high stress and sliding motion, friction develops rapid heating and the
temperature limits of the metal are exceeded.
- Burned gear teeth are extremely brittle and easily broken.
12) INTERFERENCE WEAR
- Can be caused by misalignment of gears which places heavy contact on small areas.
- Mating of two gears with teeth not designed to work together will cause interference
wear.
13) RIDGING
- Scratches appearing near one end of a tooth, especially on a hypoid pinion gear.
- This can be caused by excessive loads or lack of lubrication, or by gear not properly
heat treated during manufacture.
14) BREAKAGE
- Broken teeth may be the result of many defects.
- Can be caused by high impact forces or defective manufacture.
- To determine if breakage is due to overload or fatigue, examine the broken area closely.
If the break shows fresh metal all over the break, an impact overload was the cause.
- If the break shows an area in the center of fresh metal with the edges dark and cold-
looking, the breakage was due to fatigue which started with a fine surface crack.
15) CRACKING
- Caused by improper heat treating during manufacture.
- Improperly machined tooth root dimensions can also results in cracking.
- Most heat treat cracks are extremely fine and do not show up until a gear has been used
for some time.
BEARINGS
Gears are either securely attached to a shaft or designed to move freely on
the shaft. The ease with which the gears rotate on the shaft or the shaft
rotates with the gears partially determines the amount of power needed to
rotate them.
If they rotate with great difficulty because of high friction, much power is
lost.
High friction also will cause excessive wear to the gears and shaft. To
reduce the friction, bearings are fitted to the shaft or gears.
Bearings have two major job in a powertrain:
i) Reduce friction
ii) Support a rotating shaft
o There are 3 main types of bearings:
• All these bearings are made of:
1) Two hardened-steel rings called races.
2) Balls, rollers or needles which roll
between the two races.
3) Optional separators to space the
rolling elements around the bearing.
• On some bearings (as in most needle
bearings), the outer or inner race is
omitted. Then the rolling elements
are in direct contact with the shaft or
other mounting.
• When two races are used, one race is normally
pressed or fixed on a shaft or in a bore, while the
other race is free to turn with the rolling elements.
This is part of the “anti-friction” feature of these
bearing .
Bearing Loads
Types of bearing loads:
1) Radial loads – forces perpendicular to the axis of rotation.
2) Thrust loads – forces parallel to the axis of rotation.
Many bearings must be able to carry both radial and thrust loads.
- Ball Bearings -
Ball bearings support a shaft for radial forces as well as thrust forces.
To withstand various radial and thrust forces, the ball bearing as shown
below are widely used.
- Roller Bearings -
o Basically the same as ball bearings with the balls replaced by rollers.
o Often the outer race can be removed without the rollers falling out.
o Roller bearing can handle radial or thrust forces, or both.
o Can be designed to handle heavy thrust loads.
o For heavy loads (radial and thrust) – tapered roller bearings are commonly
used (Example: front wheel bearings)
o Tapered bearings are also used where high preloads are required on
shafts or gears to support thrust.
- Needle Bearings -
Much like roller bearings except that the
rollers are thinner.
Most needle bearings have no inner race
but roll directly on the shaft.
The rollers are not separated, but are
tightly packed for added support of the
shaft.
Can support heavy radial loads but must
no be placed under thrust loads.
Used in compact locations where
relatively high radial loads must be
supported.
Frequently located inside a gear which
must run free on a shaft or act as an idler.
The length of the rollers and their tight
packaging gives the gear a good support
and alignment.
Planetary gears are usually supported by
needle bearings.
SUMMARY
1) Gears are very basic to the function of powertrains. In general, excessive
backlash or improper lubrication can lead to gear failures in the system.
2) Alignment and fit are very important to ensure that each tooth absorbs its
share of the load and that gears are supported to resist thrust and
twisting force.
3) Bearing is the supporting part which reduces friction between a
stationary and rotating part.
4) There are three types of bearings which are ball, roller and needle
bearings. These bearings can support either radial loads or thrust loads
or both loads.
REFERENCES
John Deere, 1979, Power Trains, F.O.S Fundamental of
Service, Deere & Company, 4th Edition, ISBN 0-86691-
009-3
Erjavec Jack, 2005, TechOne: Manual Transmission,
Delmar, ISBN 1-4018-3400-0
http://www.howstuffworks.com
http://www.wikipedia.com
