Original Article

Proc IMechE Part D:

J Automobile Engineering

Design and experimental study 1–9

© IMechE 2020
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DOI: 10.1177/0954407020945823
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Peng Dong1 , Yongfei Wang1, Shengdun Zhao1,2 , Zhuoneng Gao1,3,

Yongqiang Zhao2 , Yangfeng Cao1 and Peng Zhang1

Abstract
Automatic transmission has been widely used in the automotive industry, and novel automatic transmissions with
simple structure and reliable operation are a research hotspot. This paper proposes an automatic transmission with
multi-stage gears to simplify its working process. The automatic transmission comprises a case and a driving
transmission shaft and driven shaft which are mounted on the case. The transmission gear pairs are superimposed
on the driving and driven shafts similar to a tower. The gear pairs on the driving and driven shafts are always
engaged. All the driving gears are con- nected to the driven shaft via a flat key, and the driven gear and the
driven shaft are connected by a join key, which is used to connect or disconnect the gear and the driven shaft,
and are controlled by a hydraulic shifting mechanism and have been designed in detail. Numerical simulation is
adopted to verify the strength of the core components. In addition, the transmission performance of the gearbox is
experimentally tested. The results indicate that the novel gearbox can achieve variable speed and work smoothly.
The gearbox has a novel structure, the driving and driven shafts are simple and installed friendly, and the
transmission gear meshes are reliable.

Keywords
Gearbox, novel automatic transmission, multi-stage gearbox, transmission characteristics, transmission
performance

Date received: 23 August 2019; accepted: 30 June 2020

Introduction transmission (MT) has been developed and improved

Vehicle automatic transmissions (ATs) can be mainly
divided into four groups based on the working princi-
ple: AT, continuous variable transmission (CVT), dual-
clutch transmission (DCT), and automated mechanical
transmission (AMT).1–3
AT mainly includes three parts:4 planetary gear
shifting mechanism, hydraulic torque converter, and
electro-hydraulic automatic control system. The AT
technology is relatively mature and reliable, but the
overall structure of AT is complicated, and mainte-
nance difficulties are the main shortcoming. A model
for parallel shaft gear transmission systems has been
established by W. Li et al., 5 and the effect parameters
have been analyzed to reduce vibration and noise. The
power transmission medium of CVT generally includes
a chain, a ratchet, a belt, and a groove with variable
width.6,7 CVT can realize a continuous change of trans-
mission ratio by changing the contact radius. The shift-
ing process is continuous, thus eliminating the concept
of the gear position. Friction is the core of power trans-
mission and causes disadvantages of high friction heat
generation, high energy consumption, small twisting,
and lack of durability.8 Parallel shaft-type manual
to DCT, the transmission gear positions are arranged
in odd and even numbers and coupled to the two
clutches on the input shaft, and the shifting is per-
formed by alternately switching the clutches. 9 DCT can
effectively shorten the shifting time, eliminate the
power interruption of shifting, and has the advantages
of large transmission torque and good shifting quality. 10
The disadvantages of the DCT include difficulty in
manu- facturing the dual-clutch module and
complicated con- trol system. In electronically
controlled AMT, the electronically controlled automatic
operating mechan- ism is installed on the basic
structure of the traditional gear-type and fixed-shaft
transmission11 to work in place of the original manual
operation by the driver,
1
School of Mechanical Engineering, Xi’an Jiaotong University, Xi’an, China
2
School of Mechanical Engineering, Shaanxi University of Technology,
Hanzhong, China
3
The troops 31680 of People’s Liberation Army of China,
Chongzhou, China
Corresponding author:
Yongfei Wang, School of Mechanical Engineering, Xi’an Jiaotong
University, Xi’an 710049, China.
Email: yongfeio@126.com
2 Proc IMechE Part D: J Automobile Engineering
including clutch combination and select gear posi-
tion.12,13 The rotation speed is synchronously adjusted to
achieve the overall automatic shifting.
After long-term development, the structure of ATs
is mature, which basically adopts the structural form of
multi-stage gears, and in order to switch the gear posi-
tion, it is basically designed with a complex control
unit. A hydraulic control system for AT was designed
by N. Miki14 to provide six forward-speed ATs which
are composed of several solenoid valves and selector
valves. The line pressure control system was developed
by H. Yoshimura et al. 15 to regulate the line pressure.
Much control devices are applied to achieve AT.16,17
The fault diagnosis technology is used to monitor
the working condition of the gearbox. C. Li et al. 18
employed the deep random forest fusion technique to
improve the fault diagnosis performance by installing
the acoustic emission and accelerometer sensor on the
gearbox. Multi-fault detection technology was adopted
by W. Teng et al.19 to detect the gearbox in the wind
turbine by vibration analysis and complex wavelet
transform. Deep neural networks were developed by L.
Wang et al.20 to monitor the health wind turbine gear-
box, and a deep network architecture was proposed by
G. Jiang et al.21 to improve the diagnostic accuracy. A
new multi-scale convolutional neural network architec-
ture was proposed by G. Jiang et al. 22 to automatically
identify the different health conditions of the gearbox.
Traditional MT and general AMT are the axial move-
ment of the shift fork in the shifting actuator, which
drives the separation and combination of different gear
sets, variable speed, and torque produced by different
combinations of gears, thereby enabling torque shifting.
The gradual improvement in AMT technology has been
industrialized and commercialized in Europe and the
United States, and the assembly ratio is already high.
Nearly half of the commercial vehicles in Europe use
manual automatic upgrade of AMT products. Examples
of such products are AS Tronic from ZF, TipMatic from
MAN, I-shift from Volvo, and Benz and Auto Select
from Eaton. AT products, such as Auto-Shift and Ultra
Shift, have been mass-produced.
The main aim of this paper is to propose a novel
multi-stage gearbox and complete machining and test-
ing. The novel multi-stage gearbox is designed to trans-
mit the speed and torque through driving and driven
shafts. The gears are installed on the shaft like a tower,
and each gear pairs are in a constant mesh state. The
driven shaft is designed with a gear-switching device,
which switches the gears through the hydraulic system.
The experimental bench is built and the transmission
performance test is complete.
Novel multi-stage gearbox
working principle
The hydraulically controlled multi-stage gearbox auto-
matic gear shifting system designed in this study is
00(0)
mainly composed of an automatic gear shifting actua-
tor and an automatic gear shifting hydraulic system.
The novel multi-stage gearbox is mainly composed of
transmission shafts and gears. The structure of the pro-
posed hydraulically controlled multi-stage gear-type
AT for vehicles is illustrated. The main functional com-
ponents of the automatic gear shifting device and auto-
matic gear selection device are designed in detail with
an analysis of the novel structure of AMT shifting prin-
ciple and transmission mechanism.
The structure of multi-stage gearbox
The structure of the multi-stage gearbox is shown in
Figure 1. The driving shaft is connected to the engine
through coupling and rotates together. Meanwhile, the
gear on the driving shaft is connected to the driving
shaft through join keys. All the gears on the driving
shaft simultaneously rotate with the driving shaft. The
gears on the driven shaft are connected to the driven
shaft through join keys. The number of gears on the
driven shaft corresponds to the gears on the driving
shaft, and all the gears on the driven and driving shafts
mesh correspondingly. When a certain transmission
gear acts, the join keys under the corresponding driven
gear protrude under the action of hydraulic pressure,
the driven gear is engaged with the driven shaft, and
the join keys are protruded and retracted, as shown in
Figure 4.
The hydraulically controlled multi-stage gearbox
comprises double shafts installed in the gearbox. The
driving and driven gears are in the meshing state. The
external power input is transmitted by the driven and
driving gears. Each of the driven gears is supported by
the double-row needle bearing on the driven shaft, and
six shifting join keys are circumferentially arranged
between the driven shaft and the driven gear. When the
driven shaft and the driven gear are integrally con-
nected through certain shift position join keys, the
power is transmitted from the driving gear to the driven
shaft, then transmitted through the meshing gear-pair,
and output from the multi-stage gearbox. A structure
diagram and the power transmission route of the multi-
stage gear-type AT are displayed in Figure 2.
Figure 1. Structure of the multi-stage gear-type AT.
AT: automatic transmission.

Figure 2. Structure diagram and power transmission route.
The working principle of shifting device
When performing a shift operation, the stepping motor
of the automatic control system of the gearbox drives
the spindle to move axially to a certain gear position,
and the join keys radially move by hydraulic pressure.
The join keys connect the driven gear and the driven
shaft to achieve gear shifting. The spindle continues to
move axially, causing high pressure in the oil chamber,
leading the join keys to be released. The profile of the
inner edge of the driven gear automatically pushes the
join keys back into the keyway as the gear rotates,
thereby realizing gear position separation. With the
axial movement of the spindle, the hydraulic oil pas-
sages of different grooves arranged on the spindle can
control the join keys of the corresponding gear position
and the driven gear to be in a combined state, hence
realizing the gear shifting. The detailed structure of the
shifting device can be seen in Figure 4.
The automatic gear position selection actuator is
mainly composed of a drive mechanism, a spindle, a
driven shaft, and a displacement sensor, as shown in
Figures 3 and 8. The driven shaft and the spindle are
closely matched, and the spindle is supported and
Figure 3. Automatic shift device.
guided by the holes on the driven shaft. The end of the
shaft tube is equipped with a sealing ring for sealing
and pressure keeping. The displacement sensor collects
and feeds back the displacement information of the
spindle shaft and controls the specific selection action,
thus enabling fast and accurate gear selection. The
internal space arrangement of the shaft tube is fully
used by the gear position selection actuator. A stepping
motor is used to drive the rack and pinion mechanism
to drive the spindle to move axially.
As the main actuator of the automatic gear selection
mechanism, the spindle is designed with different holes
and passageways along the axial direction. In addition,
the gear slots on the driven shaft tube are misaligned
for the automatic gear selection mechanism shaft. After
the required gear position is selected, the passageway
of the spindle and the gear slot of the matching gear
tube are connected to cause the automatic gear shifting
mechanism to operate and realize gear position shift-
ing. The spindle is designed with a deep hole passage-
way with a diameter of 8 mm. The spindle has six gear
positions. Four oil inlet holes are arranged in the cir-
cumferential direction of different gear positions to
ensure the input of the oil. The oil passageway is
designed as a 310° annular oil groove, which ensures
the continuity of the oil holes of the four evenly distrib-
uted gears without interfering with the axial pressure
relief grooves. A plurality of annular pressure relief
grooves and an axial pressure relief groove are installed
on the spindle, and the annular pressure relief grooves
are connected through the axial pressure relief groove.
As shown in Figure 4, the driven gear floats on the
driven shaft tube through the needle bearing mounted
on the inner edge of the hub on both sides, and the
inner hole is designed with six concave surfaces for
matching with the join keys. The six join keys of each
gear position are arranged in the holes of the driven
shaft, and the end of the key closely cooperates with
the inner hole of the corresponding shaft tube to guide
and seal the radial movement of the join keys. The gear
shift hydraulic system includes a pump, a transition oil
Figure 4. Integral shift device and coupling state of gear and shaft.

driven shaft being smoothly connected. Therefore, the

join keys are the design focus of the automatic gear
shifting actuator.

Design and analysis of join keys

Design of join keys
The join keys on the driven shaft are the key compo-
nent in transmission and shifting. The structural design
determines that gear shifting can be smoothly per-
formed. The force condition of the join key, which is in
steady contact transmission state, is analyzed. The
Figure 5. (a) Structural diagram of join keys and (b) structural diagram and the force analysis of the con-
force analysis of join keys. necting join keys are shown in Figure 5(a).
Let join keys and the driven shaft be the design
objects, and analyze force F1
chamber, a spindle and an oil pipe. The pump is con-
nected to the driving shaft, and the external power is P
T1 = 9550 ð1Þ
transmitted to the pump. The inlet of the pump is n
con-
nected to the gearbox through the oil pipe, and the
out-
let of the pump is connected to the transition oil where T1 is the input torque, P is the input power, and
chamber. As displayed in Figure 4, the right end of the n is the input speed. Thus, the following equations are
mandrel passes through the transition oil chamber, obtained
thereby avoiding the influence of hydraulic force on the
9550P
axial movement of the spindle. The shaft is equipped T1
= n
with different passageways, rings, and grooves. The oil F1r
passageway and the pressure relief groove are con- T2 =
1000
nected to the matching gear slots on the driven shaft T1 n2 ð2Þ
tube to achieve gear shifting. = =i
T2 n1
From the analysis of the composition of the auto-
matic shifting actuator, the join keys serve as the link 9550P
T2 =
between the shaft and gears in the automatic shifting ni
actuator whose position changes dynamically during
the gear-shifting process. Its specific structure and where T2 is the torque subjected to the object, i is the
movement are directly related to smooth operation. transmission ratio, F1 is the force of the driven gear on
The gear actuator successfully completing the gear- the join keys, r is the distance from the point of action
shifting operation is related to the driven gear and the to the center of rotation, and a is the angle between the
plane and the top plane of the key.
Table 1. Material properties of each component.

Parts Driven shaft Driven gears Join keys

Materials 40Cr 20CrMnTi 38CrMoAl
Density (kg m23) 7.87 3 103 7.86 3 103 7.85 3
103
Elastic modulus (MPa) 2.11 3 105 2.12 3 105 2.11 3
105
Poisson’s ratio 0.277 0.298 0.277
Tensile strength (MPa) ø 828 ø 877 ø 980
Yield strength (MPa) ø 785 ø 850 ø 835

After the equations are solved, the formula for cal- or exceeding the limit value may occur, and the motion
culating the reaction force of the bond block can be connection pair may self-lock. Therefore, under the
obtained premise of satisfying the bearing capacity, the key
9550Psin a3103 angle should be as large as possible in the feasible
range.
Meanwhile, the extreme value of self-locking should be
=1 = F1sin a
N
met, that is, the centrifugal force is smaller than the
nir
ð3Þ
Static analysis is performed with the join keys as the frictional force. In the case of pressure under the key
object. The force is N1, N2, as shown in Figure 5(b). not rising, the following relationship is satisfied
The friction is f1, f2. The centrifugal force is F1, and the
pressure is PS. These equations meet the following F1 4f2 + f1 sin a ð6Þ
relationship
Equation (7) is obtained from the above formula
F1 + PS = f1sin a + N1cos a + f2
mp2n3rr1i 2 2
N2 = N1sin a + f1cos 8 42m sin a + m sin a cos a ð7Þ
a 9550P39310
ð4Þ The known amounts are substituted, namely,
mp2 n2 r0
F
=1 93105 P = 147 kW, m = 0.56 kg, r = 32.5 = 27.8
mm, r1 mm,
f1 = N 1 m i = 3.012, n = 2700 r/min, and the maximum
f2 = N 2 m value is 74.85°.

After these equations are solved, pressure P on the

bottom of the join key is obtained as follows Finite element analysis of join key
1 A finite element analysis software analyzes the force
P=
Σ S Σ state of parts and thus saves time and effort during the
95503103Psin a 2 mp2n2r1 design process. The join keys and the driven shaft in
(2msin a + cos a + m cos a) 93105 this study are subjected to force analysis using a finite
—
nir
ð5 element software. The material of the join key block
Þ and the driven shaft is defined as 20CrMnTi, and the
From the above equations, it is obtained that when capacity, which may lead to an increase in the
the force value at the bottom of the join key is constant, occupied space. If the bond angle is too large, then
the size of the bottom cylindrical surface is inversely problems of reaching
proportional to the pressure value it receives. When the
cylindrical bottom area is determined, the pressure
value becomes proportional to the bottom force. The
shaft diameter of the driven shaft, the rotational speed,
the material and quality of the join key, and the pres-
sure of the cylinder at the bottom of the join key are
mainly related to size like height, width, and key angle
of the join key itself, especially the angle of the join
key. The force on the bottom of the join key is the most
affected.
In addition, the analysis shows that if the key angle
of the join key is too small, then the bearing capacity of
it can be greatly reduced. Only the other sizes of the
join key can be increased to secure the bearing
material properties are shown in Table 1.
The contact condition is taken into consideration
during the analysis to improve the accuracy of the cal-
culation results. The contact between the join key, dri-
ven shaft, and gear is set to friction contact in
accordance with the actual contact condition, and the
friction coefficient is 0.1.
According to the finite element analysis result of
the join key shown in Figure 6, the maximum stress
of the join key appears at the sharp corner position of
the key block, and the total deformation of the join
key is
0.025 mm. The sharp corner position of the block is
rounded during the production process. Consequently,
the overall stress of the connected key block is low,
thereby meeting the design requirements. Finite ele-
ment analysis of the driven shaft is performed and
shown in Figure 7. According to the figure, the maxi-
mum strain is 0.01 mm. The simulation results show
that the design requirements are met.

Figure 6. The total deformation of join key.
Figure 7. The total deformation of driven shaft.
Multi-stage gearbox transmission
experimental analysis
Assembly of multi-stage gearbox
In the previous chapters, the structure and working
principle of the multi-stage gearbox are analyzed and
designed. The structure and the specific dimensions of
each transmission component are determined. Finite
element simulation is conducted to verify whether the
key components of the multi-stage gearbox designed
meet the requirements of speed and torque transmis-
sion. The structural size design is reasonable, and the
relevant parameter analysis and output characteristics
are consistent with the theory. By the calculation and
analysis results, the main components of the multi-
stage gearbox and the assembly and debugging of the
whole machine are completed. The prototype of the
multi- stage gearbox is shown in Figure 8.
A test platform of the transmission is built to analyze
and verify the feasibility of the transmission scheme.
The test platform is mainly composed of three parts:
mechanical systems, control systems, and software sys-
tems. Figure 9 shows the test platform of the multi-
stage gearbox. On the test platform, the novel multi-
stage gearbox is installed between the driving servo
motor and the torque sensor. The power input charac-
teristic of the engine is simulated by controlling the
driving motor, the inertia load during the actual driving
process is simulated by the inertia disk, and the load
characteristics during actual driving are simulated by
the magnetic powder brake. The control system of the
transmission performance test platform includes a main
control computer, a driver and a motion control card,
various types of sensors and signal circuits, and other
components. The software includes the parameter set-
ting of the test platform, sensor signal acquisition, fil-
tering processing, and actuator control.
Performance test without load
The performance test process is illustrated in Figure 10.
The test platform is running without inertia and load.
The resistance torque of the magnetic powder brake is
adjusted to 0 N m by controlling the input current sup-
ply. The servo motor used has a wide speed range, and
the design speed range of the gearbox is wide too.
During the experiment, the speed of the servo motor is
set from 300 to 1500 r/min. First, the servo motor is
maintained at a speed of 600 r/min. The gear position is
specified, and the novel multi-stage gearbox is adjusted
from the neutral gear to the fifth gear, and the output
speed of each gear position under the fixed input speed
is obtained through the sensor. After the obtained data
are processed, the average gear ratio is compared with
the theoretically calculated gear ratio value shown in
Figure 11.
The figures show that the output speed of the novel
multi-stage gearbox is in order, and the operation is rel-
atively stable with no large speed fluctuations. With the
increase in the gear position, the speed fluctuation also
increases, but the calculated average speed does not
increase. The increase in speed fluctuation may be
caused by the stability of other parts in the experimen-
tal platform at high speed. The actual transmission
ratio is calculated by the ratio of the input speed to the
experimental output speed. The maximum error
between the actual gear ratio and the theoretical calcu-
lation value appears in the first gear position. The error
value is 0.111, and the error rate is 3.69%, which is
within the normal range. Therefore, the transmission
ratio obtained by the experiment has a good consis-
tency with the theoretical calculation value when single
rotation speed is input under no-load conditions.
The no-load condition of the transmission test plat-
form is retained. Adjust the input speed of the servo
motor to 300, 600, 1000, and 1500 r/min. The novel
multi-stage gearbox is changed from the neutral
Figure 8. Assembly of multi-stage gear-type AT.
AT: automatic transmission.
Figure 9. Test platform of multi-stage gearbox.
Figure 10 Speed of each gear position.
position to the first gear, and then the input speed and
output are acquired. The rotational speed, the transmis-
sion ratio obtained from experiment, and the theoreti-
cally calculated value are compared in Figures 12
and 13.
The results obtained reveal that the first gear trans-
mission ratio curve measured by the test platform is
Figure 11. Transmission ratio comparison curve.
basically consistent with the theoretical calculation
value. As the speed of the motor increases, the speed of
the gearbox also increases in proportion, and the speed
fluctuation of the transmission also gradually increases.
The average output speed is near to the theoretical
calculation. The average transmission ratio of the
experimental data is close to the theoretical value.
The maximum error occurs when the input speed is
Figure 12. Actual output speed
curve.
Figure 13. Transmission ratio comparison curve.
1000 r/min. The error value is 0.112, and the error rate
is 3.71%. Therefore, when different speeds are stably
input without load, the transmission ratio obtained by
the novel multi-stage gearbox experiment has a good
consistency with the theoretical calculation value.
Test analysis with variable load
The input speed of the servo motor of the experimental
platform is maintained at 300 r/min, and the resistance
torque of the magnetic powder brake is adjusted to be
0, 50, 100, 150, and 200 N m. The novel multi-stage
gearbox is changed from the neutral position to the
first gear. The output speed of the first gear under dif-
ferent load conditions, the experimental transmission
ratio, and the theoretical transmission ratio curve are
obtained and shown in Figures 14 and 15.
The novel multi-stage gearbox is in the first gear,
and the input speed is 300 r/min. The output speed val-
ues obtained by the experiments are basically equal
under different loads. With the increase in the load tor-
que, the output speed of the transmission fluctuates in
a small range, and the error of the average transmission
ratio also increases. The average transmission ratio
Figure 14. Output speed curve at different loads.
Figure 15. Transmission ratio curve.
obtained by the experiment agrees well with the theore-
tical calculation value. The maximum error occurs
when the load is 200 N m, the error value is 0.141, and
the error rate is 4.68%. The load only has a small effect
on the gear ratio, which is stable for load changes.
Based on these analysis results, the input speed and
load have a relatively small impact on the transmission
ratio of the novel multi-stage gearbox. The proposed
multi-stage gearbox can operate smoothly and have a
good transmission characteristic.
Conclusion
A novel multi-stage gearbox is proposed in this study.
The analysis and research are conducted on the specific
structure of the automatic gear selection device, and a
detailed design calculation is performed. The method
of hydraulic pressure ascending join keys is used to
connect the driven gear and the driven shaft to realize
gear shifting and torque transmission. The oil chamber
under the join keys is accepted to serve as a pusher.
After pressure relief, the gear profile automatically
pushes the join key back to the keyway to realize gear
separation. The automatic gear shifting mode of
combining or separating different gear positions is
operated by the movement of mandrel.
The main components and prototype of the proposed
multi-stage gearbox are presented. A transmission per-
formance test platform is also built. The transmission
characteristics of the novel multi-stage gearbox proto-
type are experimentally studied under different gear
positions, speeds, and load conditions. The results
reveal that the novel multi-stage gearbox has a good
transmis- sion ability. In addition, the speed and load
only have a small effect on the transmission ratio.
Furthermore, the experimentally measured data have
good consistency with the theoretical calculation value.
The transmission scheme has a simple structure,
convenient processing and assembly, and easy mainte-
nance. The test results show that the novel multi-stage
gearbox can realize the switching of the gear position
and transmission of the power.
Acknowledgements
The authors acknowledge the reviewer’s comments.
Declaration of conflicting interests
The author(s) declared no potential conflicts of
interest with respect to the research, authorship,
and/or publi- cation of this article.
Funding
The author(s) disclosed receipt of the following finan-
cial support for the research, authorship, and/or publi-
cation of this article: This work was supported by The
National Key Research and Development Program of
China (Grant No. 2017YFD0700200), National
Natural Science Foundation of China for Key Program
(Grant No. 51335009), and the China Postdoctoral
Science Foundation (Grant No. 2018M643627)
ORCID iDs
Peng Dong https://orcid.org/0000-0003-3340-1508
Shengdun Zhao https://orcid.org/0000-0002-9191-
9017
Yongqiang Zhao https://orcid.org/0000-0003-3131-
9914
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