Prerequisites for transmission sub-system

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HIS is a report about the working of a single plate clutch along with a brief about the other available clutches,
a detailed analysis of the flywheel ,the gear nomenclature and a comparative analysis of a helix gear and spur

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In a car or any vehicle, the transmission system ideally tries to transfer the power generated by the engine
to go to the other components of the driven. This takes place through a system of gears and gear trains. The
transmission system ensures that the right amount of power is supplied to
A drive train is a group of instruments that deliver power from prime mover to the driven components. It transfers
the rotational motion produced by the engine to the wheels of a moving car . The operating speed of the engine
and wheels are also different and must be matched to the right gear ratio with the drive train. The internal
combustion system can not provide enough torque to the system. This is when we introduce the transmission
block which can either step up or step down the speed ratio with our requirement . So if one is going in an inclined
road he can use the transmission system by reducing the speed and thus increasing torque
Power= speed*torque
Since power supplied by engine is same we can alter the speed with transmission to change torque. Thus whenever
torque demand is high or torque supply is too low we skip to a lower gear .
A. Clutch
Clutch is a way to engage or disengage your engine connection with the transmission system. One can ideally
change his gear only when there is no flow power in the transmission . we can do this using the clutch .It helps
to disrupt the power from engine to the transmission. By pressing the clutch you can stop the flow of power and
and shift gears without turning off the engine. Traditionally if in case the engine is rotating in a lower speed
compared to the wheels one needs to get down the gair ratio to a desired value such that the engine and the
wheel rotate in proportional speeds . But at times one also uses the clutch to disengage the transmission with the
engine, increase the engine spped to the speed of the wheels and disengage the clutch. This is a bad practice as it
can spoil the region of high friction in the clutch . There are many types of clutch let us discuss each one of
them

1) Single Plate Clutch

Principle:
The basic principle of single plate shaft is the exploitation of the fact that materials with high friction
coefficients stick on to each other when a considerate amount of normal force is applied.
Design
The clutch is an intermediate between flywheel and transmission axle . so basically the flywheel has a
material with high friction coefficient on one of its side. At the same time the clutch plate is also set parallel to
the flywheel . it is noted that even the clutch plate has rough surfaces. so in engaged conditions the clutch plate
sticks on to the flywheel and is efficient enough to rotate along with the flywheel . this ensures that there is a
transmission of power to the other parts too. But when the pedal is pressed the diaphragm spring is designed
such that the clutch pate is pulled back away from the flywheel. This thus disengages the transmission system
with the engine the clutch plate has torsion springs that absorb the shocks or jerks during the change from one
gear to another. The pressure plates produce the required pressure for the plates to clamp on to each other. I t
also gives in the necessary pressure to disengage when the pedal is pressed
Working
Case 1 -Engaging-
During this process we solely rely on the high friction coefficient of resin based and paper based
materials. They have enough friction to rotate along with the flywheel. The pressure plate adds in the necessary
normal force for it to stay intact
Case 2 -Disengaging
Here the pedal in the vehicle is pressed through which the diaphragm spring is pushed forward.
This in turn pushes away the clutch plate from the flywheel thus disengaging it

Multiplate clutch

These types of clutches use multiple clutches to make frictional contact with a flywheel of the engine.
The increased number of friction surfaces also increases the capacity of the clutch to transmit torque. The
multiple clutches are used in heavy commercial vehicles, racing cars etc

Clutch Cone

A male and female cone portion make up the device. The female part serves as a drive member and is attached
to the flywheel, which is fastened to the engine crankshaft. Friction material is lining the contact surfaces of the
male and female components. The normal force exerted on the contact surfaces of this clutch is greater than the
axial force. In comparison to plate clutches of the same size, it has a high torque capacity.

Centrifugal Clutch

They are automated clutches that operate in accordance with engine speed. Centrifugal clutches employ
centrifugal force to press the clutch shoes toward the driving component, engaging it. This keeps the clutches in
the engaged position. The mechanical drive will engage as engine speed rises to or exceeds the centrifugal
clutch's predetermined engagement speed.
Semi centrifugal clutch
Semi centrifugal clutches are utilized in powerful engines, such as those seen in racing cars, when
disengaging the clutch requires a significant amount of effort from the driver. The power is delivered in part by
the clutch springs and in part by the additional weight's centrifugal force. Semi centrifugal clutches are utilized
in powerful engines, such as those seen in racing cars, when disengaging the clutch requires a significant
amount of effort from the driver. The power is delivered in part by the clutch springs and in part by the
additional weight's centrifugal force.

Positive clutches

The positive clutches are used when positive (no slip) drives are required. These clutches transmit power
from the drive shaft to the driven shaft by the interlocking teeth. They can transmit power in both directions

Electromagnetic Clutch
A magnetic field is created when the clutch is operated by electricity flowing through the electromagnet. The
clutch's rotor section magnetises and creates a magnetic loop that pulls the armature in. A frictional force is
produced at the point of contact as the rotor is dragged up against the armature.

B. Flywheel
Let us consider a vehivle without a flywheel. Its torque vs stroke of engine graph may look like the below
figure As we can see there is only one region in the 4 strokes there is a sudden jump in torque. This causes
sudden jerks in the vehicle and causes irrecular and bad motion.

With the introduction of a flywheel the torque of the body becomes much more uniform due to the initial stored
energy . So when a fly wheel is rotated it gains momentum and is able to rotate continuously providing the
necessary torque . so when the engine provides the sudden jerk to the flywheel ,its high inertia due to heavy
mass helps it to stay in motion when in motion .this provides some necessary after torque to the vehicle and thus
provides smoother transmission in torque . As u can see there is a lesser change in the spike in the figure below

To oppose the speed fluctuations the flywheel is supposed to have high rotational inertia. Now we know that
inertia is given by
I=MR^2
So if one is able to concentrate the mass in the circumference of the flywheel there is a greater inertia . That is
why we see fly wheels with the majority mass in the end i.e the disc type fly wheels. So we may see that the disc
type fly wheels bust open with the received power faster than the plate type flywheel.
Now let us take a case of a vehicle with similar components except the dimensions of flywheel . lets say car A
has a heavier flywheel than car B. which would reach its destination faster. Since the car B is lighter in mass it
would burst open its power(due to lesser inertia) even before the heavy flywheel. Thus we see that the release
of rotational torque is faster in case of light flywheel and thus reaches destination faster. Thus the heavy
flywheel speeds up slower than the lighter one

Disc type fly wheel

C. Gear Nomenclature

Addendum- The distance between pitch circle and top of the teeth
Addendum circle – circle that is concentric to pitch circle and has a radius upto the top of the teeth
Base Circle-The circle that serves as the basis for designing the gear
Center Distance-The distance between centers of 2 gears
Chordal addendum: The distance between a chord, passing through the points where the pitch circle crosses
the tooth profile and the tooth top.
Circular pitch: Measurement of the pitch circle arc length from one point on a tooth to the same point on the
adjacent tooth.
Circular thickness: The thickness of the tooth at the pitch circle.
Clearance: The distance between the top of a tooth and the bottom of the space into which it fits on the meshing
gear.
Contact Ratio: The ratio of the length of the Arc of Action to the Circular Pitch.
Dedendum: The radial distance between the bottom of the tooth to pitch circle.
Diametral Pitch: Teeth per inch of diameter.
Face: The working surface of a gear tooth, located between the pitch diameter and the top of the tooth.
Face Width: The width of the tooth measured parallel to the gear axis.
Flank: The working surface of a gear tooth, located between the pitch diameter and the bottom of the teeth
Module: Teeth per millimetre of pitch diameter.
Pinion: The smaller of the two meshing gears is called pinion.
Pitch Circle: The circle, the radius of which is equal to the distance from the center of the gear to the pitch
point. Pitch circle is the imaginary circle on the gear about which it may be supposed to roll without slipping
with pitch circle of another gear
Pitch Point: The point of tangency of the pitch circles of two meshing gears, where the Line of Centers crosses
the pitch circles.

D. Spur gear vs Helical gear

Spur Gear
A spur gear is a cylindrical toothed gear with teeth that are parallel to the shaft. They are the most often
used kinds of cylindrical gears, and they feature a straightforward construction with evenly spaced straight,
parallel teeth all the way around the barrel of the cylinder. Spur gears are widely used in mechanical
applications because they multiply torque or change the speed of an object by transferring motion and power
from one shaft to another. To quickly and effectively alter motion, speed, and torque, spur gears are often linked
in a sequence.
Helical Gear
A helical gear's teeth are positioned at an angle to the gear's axis. As a result, the teeth can progressively
mesh, beginning with point contact and moving toward line contact as engagement increases. Less noise is one
of the advantages of helical gears over spur gears, especially at medium- to high-speeds. Additionally, helical
gears always have many teeth in mesh, reducing the stress on each tooth.

Comparative Study
SPUR GEAR HELICAL GEAR
Teeth are parallel to gear axis Teeth are inclined to gear axis(15-20 degrees)
Contact between two teeth occur suddenly Contact occurs gradually
Contact between two meshing teeth is of same length Contact between two meshing teeth is of different
length
Teeth are subjected to impact loading Gradual loading takes place
The impact causes noise and vibration It is smoother
Load carrying capacity is low Greater number of teeth give more load carrying
capacity
As teeth are parallel to axis the thrust force is 0 Due to inclination the bearing must be able to take in
some thrust
Shorter life Longer life

***the end***