GEARBOX

Purpose

 To provide a neutral position when the vehicle is idling

 To provide the variation of speed and torque with reference to engine load
 To provide a reverse

Types of gearboxes
1. Sliding mesh gearbox
2. Constant mesh gearbox
3. Synchromesh gearbox
4. Semi-automatic
5. Automatic gearbox

Sliding mesh gearbox

Types: -Three speed sliding mesh
-Four speed sliding mesh

Three speed sliding mesh

 This is an early model.
 The spur gears are normally used which are normally arranged on the three shafts of the
gearbox.
 These shafts are: 1) Primary shaft (input, clutch or first motion shaft)
-the shaft has a pinion (gear) which provides a constant drive to the
layshaft gear cluster.
2) Layshaft (countershaft)- It has gears fixed in the position of
reducing diameters while considering from the input to output side
of the gearbox.
3) Main shaft (output shaft or third motion shaft) – It has gears
splined on it so that they can be moved along the shaft but must
always rotate with it.
 The input and output shafts are arranged on the same axis or centre. The forward end of
the output shaft is supported in a bush or bearing inside the input shaft. Both shafts are
located by ball bearings in the end walls of the gearbox case.
 Layshaft is usually supported by needle roller bearings and locatd axially by phosphor-
bronze thrust washers. The layshaft rotates upon a fixed shaft supported by the end wall
gearbox case.
 The reverse idler gear (8) is permanently in mesh with smallest of the layshaft (7) and is
arranged to one side of the layshaft such that the largest gear (6) can connect with it
when selected.

 Selector fork engages in grooves in the sliding output gears. Each is located by a spring
loaded ball or plunger and a system of interlocking is arranged so that only one train at
a time can be engaged.
 Selector shafts are moved by a gear lever, pivoted on a ball joint in the lid of the box.
The lever can be moved sidew3ays as well as forward and backwards to engage the
desired train.

Operation
Neutral
- Main shaft gears are positioned such that they do not touch the layshaft gears.
- The drive is only taken to the layshaft only which the mainshaft (output) is not turned.
1st gear
- First gear wheel (6) on the mainshaft slid to mesh with layshaft gear (5).
- Other gears remain in neutral position
- Here the speed is reduced and torque is increased
2nd gear
- Second speed gear (4) on the mainshaft slid to mesh layshaft gear (3)
- Here speed is increased as compared to 1st gear but reduction in torque.
 3rd gear (top)
- This is direct drive. The input shaft (primary) is connected to the mainshaft through dog
clutch teeth.
- The gear ratio is normally 1:1.

Reverse
- Gear (6) on the mainshaft slid back and mesh with gear (8) which is on the idler
shaft.
- Gear (8) is constantly in mesh with gear (7) on the layshaft. The drive received on
the mainshaft (output) will be reversed to that of the primary shaft.
Four speed sliding mesh
In construction and arrangement, this gearbox is normally similar to the three speed
type but there are a few important differences.
These are: (i) The incorporation of an extra gear train makes available an extra
series of intermediate torque, which enables the engine to overcome the loads
acting against it without either being overloaded or having to operate at excessive
speed.
(ii) The reverse idler gear has two sets of teeth of different diameters and
is engaged by being moved bodily along its own shaft. ie it’s not permanently
engaged with the layout
(iii) The idler gear has its own selector shaft and fork, and the gear lever
has five different positions. The reverse gear selector mechanism is engaged such
that you can’t engage the gears by accident. This is usually accomplished by having
extra force or an unusual lifting or side movement of the gear lever.

Construction
 The input and output and walls of the g/boft lie on the same axis. The
forward end of the output is supported in a bush fitted inside the input shaft.
There is no direct connection between the two shafts.
 These shafts are supported and located by ball bearings mounted in the end
wall the gearbox case.
 The layshaft axis is parallel with those of the other two shafts. The largest
layshaft gear wheel being permanently engaged with the integral pinion of
the input shaft.
 The layshat rotates upon plain bushes or needle-roller bearings which are
supported by non-rotating shaft. End-float is controlled by phosphor-bronze
spacer washers.
 The layshaft has four integral pinions which have spur teeth. The output
shaft is splined and carries splined pinions which provide the third, second,
and first-gear ratios
 The movement of the selector lever selects the pinion to slide along the
output shaft and be meshed with one of the layshaft pinion.

Operation
1st gear
- Selector fork moves double output pinion (6 and 8) to engage layshaft
pinion (7). Torque is transmitted through (1) to (2) then to (7) and finally
output pinion (8).
- This ratio provides the greatest forward speed reduction and torque
increase.

2nd gear
- Select fork moves double output gear (6 and 8) forward to engage pinion (6)
with the third layshaft gear (5). Torque is transmitted through input (1) to
layshaft pinion (2) then (5) to output pinion (6).
- This provides more speed but less torque increase than 1st gear.
3rd gear
- Selector fork of the 3rd and top gear select-shaft moves the output pinion of
(4) to the rear to engage with the second layshaft pinion (3). Torque is
transmitted through input (1) to layshaft pinion (2) and from layshaft (3) to
output (4).
- This ratio provides more speed than 1st and 2nd gears but less torque.
Top gear
- Selector fork moves output pinion (4) forward to engage with input pinion
(1) by means of dogs.
- Input and output shaft now rotates as one shaft and the output speed and
torque are the same as that of the crankshaft.

Reverse
 - The output pinions remain in neutral position. The reverse selector shaft
and fork moves the double reverse idler pinion (9 and 10) to engage with
layshaft (7) and output (8)at the same time.
- Torque is now transmitted through input (1) to layshaft (2) and from layshaft
(7) to reverse idler (10). Then from reverse idler (9) to output (8).
- In many g/boxes the reverse provides the greatest reduction in speed and
the greatest increase in torque.

Gear ratio
 Gear ratio of any pair of gears is given by:
Ratio = Number of teeth on driven wheel
Number of teeth on driving wheel
 If more than two sets of gears are used then the gear ratio will be:
Ratio = Driven x Driven
Driver Driver

 Calculation of gear ratios

Example:
Consider the 3speed sliding mesh gearbox discussed earlier. Assuming the
number of teeth is as follows:
Gear wheel- 1 has 20 teeth
,, 2 has 40 ,,
,, 3 has 30 ,,
,, 4 has 30 ,,
,, 5 has 20 ,,
,, 6 has 40 ,,
,, 7 has 10 ,,
,, 8 has 10 teeth
Gear ratio of the first gear will be:
Ratio = Driven x Driven
Driver Driver
= 40 x 40
20 20

=4 : 1

2nd gear ratio will be:

 Ratio = Driven x Driven
Driver Driver
= 40 x 30
20 30

=2 : 1

Reverse will be:

Ratio = Driven x Driven x Driven
Driver Driver Driver

= 40 x 10 x 40
20 10 10

=8 : 1
From the calculation of the gear ratio the idler gear teeth are cancelling; meaning that the idler
gear does not alter the gear ratio for the reverse. This is the reason to why its termed as the
idler gear.

Faults & causes

fault Cause
Gear whine noise -Lack of oil
-Gear tooth wear
-Bearing wear
-Shaft misalignment due to bearing wear
Knocking or ticking noise -Chipped gear tooth
-Defective bearing
Jumping out of gear -Defective selector locking device eg. Broken
Spring.
-Misalignment of the shaft due to worn
Bearings
-Worn gear teeth

Double declutching:
 When changing up the gear ratio the clutch is released, the gear lever moved into
neutral position and the accelerator pedal eased back.
 The clutch is then re-engaged and the layshaft speed reduced by the now slower-
running engine.
 The clutch is momentarily released, the required gear engaged with the layshaft and the
clutch re-engaged.
 When charging down the clutch is released, gear lever moved to neutral and the clutch
re-engaged.
 The engine is the accelerated to increase the speed of the layshaft. The clutch is
momentarily released, the required gear engaged with the layshaft and the clutch re-
engaged.
 The sequence of operation demands a fair degree of skill and judgement on the part of
the driver if clean and silent gear changes are to be obtained.

Constant mesh Gearbox

 It’s an improvement of the sliding mesh type. The layshaft of the pinions are similar. The
output pinions are constantly in mesh with those of the layshaft and rotate on splined
bushes independent of the output shaft.
 When a particular gear ratio is required, the output pinion involved is locked to the
output by means of a dog clutch which is moved along the shaft by its selector fork.
 In this way the pinion teeth are prevented from clashing but the liability is transferred to
the dog teeth.
 These must still be synchronized before the engagement can be made and double
declutching is still required. In this type it is easier to make a silent change than with the
sliding mesh.

Gear selector mechanism

  The selector fork is used to move the gear along the main shaft. In the case of a three-
speed and reverse gearbox, two selector forks are used.
 They are moved by means of a lever on the floor mounted type or extended by linkages
to the steering column.
 The steering column mounted type is used when the front seat is intended for three
persons.
 Each gearbox must be fitted with a device which:
a) Locate the select to resist the jumping out of mesh
b) Prevents two gears engaging at the same time

 The figure above shows normal arrangements for holding the gear in position. Figure ‘b’
the select fork is locked to the rod, into which are ground three indentation
representing two gear position and neutral.
 A spring –loaded ball acts on each rod, and therefore a force must be applied to the
gear lever to overcome the device and move the rod.
 Figure ‘c’ above shows interlocking devices used to ensure that two gears do not engage
at the same time ie. Ball or plunger is generally positioned between the two selector
rods.
Lubrication
 Lubrication is effected through splash method induced by the layshaft gear and
lubricates all gears and other mechanism.
 The type of oil used in any gearbox should comply with the manufacturers’ instruction.
Incorrect type would cause wear, corrosive attack or other defects may result.
 Heavy type of gear oil is recommended for sliding mesh gearbox. Sealing arrangement
must be provided to prevent the oil escaping.
Three speed synchromesh gearbox
 This type of gearbox is similar to constant mesh gearbox. It has dog-clutch which
operates in conjunction with synchronizing cones.
Main features:
 The main gears are free to rotate on bushes on the output shaft and are located by
internally splined thrust washers. The helical gears are used and they are in constant
mesh with layshaft gears.
 When a gear train is selected, the output gears are locked to their shaft by dog-clutch
of their synchronizing hub. This is after their speeds have been equalized.
NB: When changing a gear the speed of the output gear and of the layshaft has to be
synchronized with that of the output shaft – which is being driven by the driving road
wheels.

 All the synchronizing devices use a baulking or locking action. This makes it impossible
to engage the gear before the selector sleeve and the gear wheel are running at the
same speed.
 As soon as they are synchronized in this way, the locking action ceases to have any
effect and thee gear ratio can be selected without noise.
 Synchromesh with cone and locking bars

 The synchronizer body is a sleeve carrier linked rigidly to the main shaft. It’s equipped
with synchronizing bars which press the ring on the outer cone of the gear wheel during
the shift action as a result of the thrust developed by the selector sleeve.
 When the friction between the synchronizing ring and the external cone of the gear
wheel has caused them to rotate at the same speed , the braking torque ceases to act
on the chamfered dogs of the shift assemblies and the locking action also stops.
 The chamfered section of the shift dogs turns the selector sleeve, synchronizing and the
gear wheel in relation to one another until the dogs and the gaps coincides and the gear
can be selected.
 If no gear is selected the assemblies are in neutral.

Synchromesh in action (stage 1)

 The selector fork pushes the selector sleeve towards the gear wheel which is to be
selected.
 The sleeve moves the synchronizer bars with it hence displacing the synchronizing ring
and press it against the synchronizing cone of the gear wheel.
 The resulting braking torque turns the synchronizing ring until the synchronizer bars
rests on the edge of the side cut-outs.
Stage 2 gear selected:
 The friction between the synchronizing ring and gear wheel cone is caused and
therefore the selector sleeve and gear wheel rotate at the same speed.
 As this happens, the synchronizing ring and selector sleeve force ceases and now the
sleeve can slid silently on the outer splines of the gear wheel hence locking it to the
main shaft and the required gear ratio is selected.

Four speed synchromesh gearbox:

 The gearbox is similar to the constant mesh, dog-clutch type which it has largely
replaced. Single or double helical gears are employed together with two synchromesh
unit of either constant-load or baulking-ring type.
 The first unit is fitted between the input gear and the third speed output gear while the
second unit is fitted between the second and the first output gears.

 The sliding outer hub of this second synchronizer carries an integral spur-toothed gear
which, in neutral position, is aligned with the spur gear on the layshaft.
 When reverse is selected the single-spur idler gear is moved into mesh with the layshaft
and the outer gear to reverse the direction of the output shaft.