CHAPTER

29
Gearbox

Chapter Objectives

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1 Identify the speed ratios for a given automo- 3 Work out the number of teeth on various
bile gearbox. gears to provide the desired speed ratios.
2 Determine the number of gears on main, lay 4 Determine the epicyclic gear trains with

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shaft, and idler gear shaft. number of gears on sun, ring and planetary
gears in each gear train.

29-1 INTRODUCTION
S
A gearbox is a device employed to provide variable speeds, depending upon the requirement of variable
R
speed and torque, as the load on cutting tool changes (in a manufacturing machine), or load on gear wheels
on road (in automobile), a device is employed to provide variable speeds. A discussion on gearboxes used in
machine tools is beyond the scope of this book. In this chapter, we will discuss the gearboxes used in auto-
mobiles, where the number of speeds produced by gearbox is limited to four, five, or six.
A

There are various types of gearboxes, such as sliding mesh, constant mesh, synchromesh, and epicyclic
gearboxes. For constant mesh gears, helical gears are used which are efficient and noiseless in operation. At
present, most cars have synchromesh drive, which works smoothly and noiselessly. To change the speed, the
driver of the vehicle manually changes the gear ratio, by shifting a gear on the main shaft, so as to make it
E

mesh with a particular gear on the lay shaft, or, by engaging the gear on the main shaft to the clutch gear of
the clutch shaft (engine shaft), which involves considerable effort on the part of the driver. To overcome this
difficulty of engaging and disengaging gears, modern cars are provided with automatic transmission, where
a pressure on the accelerator pedal controls a unit for automatic change of gears, depending on the load on
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road wheels. Epicyclic gearboxes are used in automatic transmission.

In some countries, cars are provided with an overdrive facility, whereby the speed of the output shaft from
the gearbox is more than the speed of the engine. Due to this facility, a car runs on highways at much higher
velocities than are obtained by ordinary sliding mesh or constant mesh gearboxes. In ordinary gearboxes, the
speed of the output shaft is equal to the speed of the engine shaft, only in the top gear, since the main shaft is
directly coupled to the engine shaft.

29-2 RESISTANCES TO VEHICLE MOTION

Resistances to vehicle motion are classified as (1) air resistance, (2) gradient resistance and (3) frictional
resistance. Air offers resistance when a car passes through the air medium. Magnitude of air resistance varies
directly upon the shape and frontal area of the car exposed to air and to the square of the velocity of the
vehicle. Generally, the air resistance is so small that it is neglected, but if the vehicle speed is more than 72
kmph, the air resistance is significant.

Chapter 29.indd 733 3/22/10 11:52:47 AM

 734 Part V: Gear Drive

1
Air resistance, Ra  C RV 2 A
2 d

where, Cd  coefficient of drag

R  air density
V  Vehicle speed
A  Projected area of car frontal
Air resistance is also expressed as:

Ra  K a AV 2 (29-1)

N
where, K a  air resistance or stream line coefficient (determined by aerodynamic test)
If a vehicle travels on an inclined road (against gravity), for example, a mountainous road, with road gradi-
ent of θ degree, then gradient resistance given by:
Rg  W sin Q (29-2)

O
where,W  weight of vehicle including the weight of passengers, luggage, cooling water, fuel etc and
Q  angle of inclination of road.
Frictional resistance includes resistance between tyre and road, friction in transmission, impact on tyre of
road, deformation of tyre and deformation of road. S
Frictional resistance is approximated to:
R f  MW (29-3)
where, M  coefficient of rolling friction and W  weight of the vehicle including weight of passengers, lug-
R
gage, fuel cooling water, etc.
Total resistance to motion of vehicle:
Rt  Ra  Rg  R f (29-4)
A

 air resistance  gradient resistance  frictional resistance

The resistances are shown graphically in Fig. 29-1.
Total resistance to the motion of the vehicle, changes with changes in speed. As speed increases, total resistance
E

to motion also increases. Figure 29-2 shows variation of tractive effort (at a particular gear ratio) with speed.
P

Air
resistance

Frictional resistance

Figure 29-1 Various resistances Figure 29-2 Variation of tractive effort with speed

Chapter 29.indd 734 3/22/10 11:52:49 AM

 Gearbox 735

At speed OA, tractive effort is equal to the total resistance to motion, known as stabilizing speed. If the
speed at any instant is less, say OB, then excess tractive effort will accelerate the speed to OA. Similarly, if
the speed at any instant is more, say OC, the excess resistance will decelerate the speed to OA.
If the total resistance curve is above the curve for tractive effort, then, to increase the tractive effort, the
speed of the main shaft of gearbox, has to be changed by a gear change.

29-3 TYPES OF GEARBOXES

Gearboxes serve the purpose of changing the engine torque and speed, as per the requirement at the wheels
of the vehicle on the road. Gearboxes operate on the principle of reducing the engine speed before the drive
from the engine crank shaft is given to the driving wheels through the use of a pair of meshing gears. Depend-

N
ing upon the mechanism of meshing the gear pairs, gearboxes are classified as:

(a) Sliding mesh gearbox

(b) Constant mesh gearbox
(c) Synchromesh gearbox

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(d) Epicyclic gearbox

29-4 SLIDING-MESH GEARBOX S

When gears are meshed by sliding the gears (over a splined shaft) with the help of a mechanism, in order
to obtain different speed ratios, the gearbox is known as sliding mesh gearbox. Sliding-mesh gearbox is the
simplest and oldest type of gearbox.
R
Driving shaft of the gearbox is known as primary or clutch shaft. A clutch gear rigidly fixed to the clutch
shaft always remains in the mesh with a bigger gear fixed on the counter shaft or lay shaft. Other gears also
remain fixed on the lay shaft, which are required for speed change. Figure 29-3 shows four gears fixed on the
A

lay shaft, which can slide axially on the main shaft. A reverse idler gear mounted on an auxiliary shaft always
remains in mesh to the reverse gear of lay shaft.
Figure 29-3 shows a three direct-speed, one reverse-speed, sliding-mesh gearbox, along with rela-
tive positions of gears on shafts. The lay shaft carries three gears (two for direct, and one for reverse)
or four gears (three for direct, and one for reverse). One gear of lay shaft is in constant mesh with the
E

clutch gear.
When the main shaft is driven from the lay shaft, speed reduction is obtained by the first gear pair which
is always in mesh, and is thus called constant mesh gear. In order to change gears, the clutch is depressed
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and gear lever is moved till the selector pinion of main shaft engages with its mating gear on the lay shaft. In
order to change to the first gear, small gear 1 on the lay shaft meshes with gear 3, larger gear of main shaft.
Maximum speed reduction is obtained, and maximum torque is available on the gear wheels, which is used
for starting the vehicle and for driving uphill.
In order to change to second gear, smaller gear 4, of the main shaft is brought in mesh with the next larger
gear 2, on the lay shaft. There is a slight increase in speed and a decrease in the available torque.
In the third gear (or top gear), the primary and main shafts both revolve together at the same speed without
any change in engine torque. The main shaft is driven through a dog clutch directly connecting primary shaft
to the main shaft.
In the reverse gear, speed is reduced and direction of rotation of main shaft is reversed with the help of an
idler gear. Gear 3 of the main shaft meshes with gear 7 of the lay shaft through the idler gear 8 (for reversing
the motion). In the neutral position, the primary shaft is in the mesh with the lay shaft, and since the lay shaft
is not connected to the main shaft, there is no power transmission.

Chapter 29.indd 735 3/22/10 11:52:51 AM

 736 Part V: Gear Drive

N
O
S
R
A

Figure 29-3 Sliding mesh gear box

E

29-5 CONSTANT-MESH GEARBOX

In the constant-mesh gearbox, all pairs of gear wheels are always in mesh. A dog clutch couples a particular
P

gear pair to the main shaft, while other gear pairs are not coupled to the main shaft. This provides a noiseless
operation. Pairs of helical gears (in place of spur gears) can be used, which provide noiseless operation with
high efficiency. The primary shaft that carries the clutch is splined. Moreover, the primary shaft carries a gear
that meshes with the largest gear of the lay shaft. The main shaft has a number of gears which mesh with the
gears of the lay shaft. These gears on bushes or bearings are free to rotate on the main shaft without transmit-
ting any power. All the gears on the lay shaft are rigidly fitted to it.
Figure 29-4 shows a 3 direct speed and one reverse gearbox of constant mesh type. Gears 1, 3, 5 and 7
are rigidly fixed on the lay shaft, and are in constant mesh with gear 2 (clutch gear), gear 4, gear 6 and gear
8 on the main shaft.

29-5-1 First Gear

When the right-hand dog clutch is slid towards the left, so that dog clutch engages gear 6 on the main shaft,
first gear speed is obtained. The left-hand dog clutch will be in neutral position.

Chapter 29.indd 736 3/22/10 11:52:51 AM

 Gearbox 737

N
O
Idler
gear (IG)

S
R
A

Figure 29-4 Constant-mesh gear box

E

29-5-2 Second Gear

When the left-hand dog clutch is slid towards the right, so that dog clutch engages gear 4 of main shaft, sec-
ond gear speed is obtained. Right-hand dog clutch will be in neutral position.
P

29-5-3 Third Gear or Top Gear

When the left-hand dog clutch is slid towards the left by a fork shifting mechanism, so that the dog clutch
engages the clutch gear, direct gear, or the top gear is obtained, with the main shaft running at a speed of
clutch shaft. The right-hand dog clutch will be in neutral position.

29-5-4 Reverse Gear

When the right-hand dog clutch is slid towards the right so that dog clutch engages R gear of main shaft, and
reverse speed is obtained through idler gear IG. The left-hand dog clutch will be in neutral position.
To ensure smooth engagement of dog-clutch in the constant-mesh gearbox, it is necessary that the speed
of the main shaft and sliding dog clutch must be equal. This is done by double declutching operation.
The clutch is disengaged, and the gear is brought to neutral. Then, the clutch is engaged, operating the
accelerator pedal, and the speed of the main shaft gears is changed. Then the clutch is again disengaged

Chapter 29.indd 737 3/22/10 11:52:52 AM

 738 Part V: Gear Drive

and the dog clutch moved to the required gear and thus, clutch is disengaged twice. It is called double
declutching.
Wear of the teeth on the dog clutches is reduced because here all the teeth of dog clutches are involved,
unlike sliding gears, where there is meshing of only two or three teeth.

29-6 SYNCHROMESH GEARBOX

In the synchromesh gearbox, provision of synchromesh device avoids the necessity of double declutching.
These synchromesh devices work on the principle that the two gears to be engaged are first brought into fric-
tional contact, which equalises their speed, after which they are readily and smoothly engaged. By using this
device, even unskilled drivers can engage the gears without clash or damage to the gears.
Synchromesh gearbox is similar to the constant-mesh gearbox and its main features are as follows:

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1. Gears on main shaft (or output shaft) are free to rotate on bushes. The end of the main shaft at the rear
of transmission is called output shaft.
2. Gears on the main shaft are locked to the shaft by the dog clutch of the synchronising hub when their

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speeds have been equalised by their cones.

29-6-1 Synchromesh Device

In most cars, the synchromesh devices are not fitted to all the gears. They are fitted only on the high gears, but
S
in the low and reverse gears, ordinary dog clutches are provided. This is done to reduce the cost.
Figure 29-5 shows a sketch of a synchromesh device. Gear G1 is either integral with the clutch shaft, CS,
or permanently keyed to the clutch shaft. Gear G1 is in constant mesh with a gear on lay shaft (not shown in
the figure). Gear G2 is free to rotate on the main shaft, MS. Both gears, G1 and G2, have dog teeth, D1 and D2,
R
integral with the gears. A sliding member, SM, can slide on the splined main shaft.
The outer portion of the sliding member SM is provided with teeth exactly the same as the dog teeth, D1
and D2. Sliding member, SM, is free to slide on these teeth except the spring loaded balls, BL, engaging the
A

recesses in member SM. There are usually six such balls.

Gear G1 has conical portion C1 (which can match the conical portion C2 on sliding member, SM). Simi-
larly, gear G2 has conical portion C3, which can match the conical portion C4 on the sliding member, as shown
in Fig. 19-5. When the sliding member SM is shifted towards the left (through a fork mechanism), the cones,
C1 and C2, come in contact and friction between the conical surfaces tends to equalise the speeds of clutch
E

shaft and main shaft.

If the balls BL are overcome, and SM is allowed to shift towards to the left (on the splined main shaft)
then, the inner portion of SM engages the dog teeth D1 on gear G1, and a positive drive is obtained between
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clutch shaft and main shaft, resulting in top-gear drive. Similarly, if the sliding member SM is allowed to
shift towards the right, then the inner portion of SM engages the dog teeth, D2 on gear, G2 and a positive
drive is obtained between main shaft and gear G2 which is in mesh with another gear on the lay shaft (not
shown in the figure), resulting in lower gear or intermediate gear drive, depending upon the arrangement.
If the sliding member, SM, is shifted before the synchronising action, then, a clash may occur between
the dog teeth and the inner teeth of the sliding member. This may occur if the gear lever is moved too
rapidly by the driver or, the springs of the balls, BL, are weak. This mechanism is known as constant-load
synchromesh unit.

29-7 EPICYCLIC GEARBOX

Epicyclic gearbox is used in automatic transmission, which is employed in modern cars. The gears are
changed automatically by a control mechanism which is actuated by an accelerator pedal.

Chapter 29.indd 738 3/22/10 11:52:52 AM

 Gearbox 739

D2

N
O
S D2
R
Figure 29-5 Synchromesh device
A

An epicyclic gearbox uses two, three or even four epicyclic or planetary gear sets. Each set contains a
sun gear, planetary gears around sun gear, ring gear around
planetary gears, and an arm carrying the planetary gears.
E

Different torque ratios or speed ratios are obtained by mak-

ing any one of the gears stationary. Similarly, if two gears
are locked, then a solid drive, that is, a direct gear drive, is
obtained.
P

Figure 29-6 shows an epicyclic gear train, in which SG is the

sun gear with Ts number of teeth, AR is the arm at the axis of
planet gear, and RG is the ring gear with TR as number of teeth.

29-7-1 Principle of Epicyclic Gear Train

Speed of ring gear with respect to arm T (29-5)
 S
Speed of sun gear with respect to arm TR

Say, N R = speed of ring gear

N A  speed of arm
N S  speed of sun gear Figure 29-6 Epicyclic gear train

Chapter 29.indd 739 3/22/10 11:52:52 AM

 740 Part V: Gear Drive

NR NA T (29-6)
 S
NS N A TR

Let us take N R  0, if ring gear is stationary then:

O N A T
 S
NS N A TR
N A NS T
or,  R
NA TS
NS T
1  R
NA TS

N
NS T
 1 R
NA TS
NA 1 speed of arm

O
or,  
NS TR speeed of sun gear
1
TS
N2 1 S
or, 
N1 T
1 R
TS
R
where, TS  number of teeth on sungear and TR  number of teeth on ring gear.
Using an epicyclic gear train in a gearbox, one can observe that six possible speeds are obtained, four of
which are forward and two are reverse:
A

1. Forward fast speed—with planet carrier, AR, driving, ring gear, RG is driven, and sun gear is held
stationary.
2. Forward very fast output speed—with planet carrier, AR, driving, sun gear driven, and ring gear, RG,
held stationary.
E

3. Forward very slow output speed—with sun gear driving, planet carrier, AR, driven, and ring gear held
stationary.
4. Forward slow output speed—with ring gear driving, planet carrier, AR, driven and sun gear held
stationary.
P

5. Reverse slow output—with sun gear driving, ring gear driven and planet carrier stationary.
6. Reverse fast output speed—with ring gear driving, sun gear driven, and planet carrier AR held stationary.
But in actual practice, all the six possible conditions as stated above can not be employed because
of complex construction incorporating all the possibilities, due to which some gear ratios may become
impractical.

29-8 WILSON GEARBOX

Wilson gearbox is a four forward and one reverse speed epicyclic gearbox, using four sets of simple epicyclic
gear trains. Figure 29-7 shows a Wilson gearbox with the following parts:
1. Input shaft I, and output shaft O
2. Four sun gears S1 , S2 , S3 and S4

Chapter 29.indd 740 3/22/10 11:52:53 AM

 Gearbox 741

N
O
3.
Figure 29-7
S
Epicyclic gear train Wilson gearbox

Four arms A1 , A2 , A3 and A4 , for each set of epicyclic gear train

4. Four ring gears R1 , R2 , R3 and R4 , meshing with planets of each train
R
5. Multi-plate clutch MC
6. B1 , B2 , B3 and B4 , brakes for sun gear S1, and ring gears R2 , R3 , R4
All epicyclic gear trains are interconnected, as shown in the Fig. 29-7, to obtain various gear ratios, which
A

are obtained as follows:

1. Direct gear: This is obtained by locking sun gear S1 to input shaft I. In this position, we get a solid gear and
direct gear is obtained.
2. Third gear: Here, sun gear S1 is held stationary by means of brake B1. Arm A1 is coupled to ring gear R2,
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and arm A2 is coupled to ring gear R1.

3. Second gear: Brake B2 is applied to keep the ring gear R2 stationary. Sun gear S2 is already made integral
with the input shaft I. Arm A2 is also coupled to ring gear R1.
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4. First gear: Brake B3 is applied on ring gear R3 to obtain low gear.

5. Reverse gear: Brake B4 is applied holding the ring gear R4 stationary.
Brakes and clutch are the two controls in an epicyclic gearbox. Both, brake and clutch are applied by fluid
pressure.The advantages of an epicyclic gearbox are as follows:
1. All the gears are in constant mesh.
2. For change to a particular gear, one has to apply the particular brake or the clutch.
3. The drive from the engine need not be disconnected in each gear change, as in the case of ordinary
gearbox.
4. Easy gear changing operation makes the gearbox suitable for automatic transmission.

29-8-1 Gear Ratios for Different Vehicles

Table 29-1 shows gear ratios for five-speed and six-speed gearboxes used in cars, buses and trucks.

Chapter 29.indd 741 3/22/10 11:52:55 AM

 742 Part V: Gear Drive

Table 29-1 Gear ratios in gearboxes for different vehicles

Number of
Gears Gear Ratio Type of Vehicles
4 forward I 3.86, II 2.38
1 reverse III 1.57, IV 1:1 (top gear) Reverse 3.86 Passenger cars and light-duty vehicles
4 forward I 6.4, II 3.09 Vehicles having moderate loads as mini-buses,
1 reverse III 1.69 IV 1:1 (top gear) Reverse 7.61 multi utility vehicles.
5 forward I 8.82, II 4.285 Heavy-duty vehicles such as trucks, buses.
1 reverse III 2.736, IV 1.663, V 1:1 (top gear) Reverse 8.29.

S O LV E D E X A M P L E S

N
Example 29-1 In a Wilson gearbox, the number of teeth on sun gears and ring gears are as follows:
Sun gears Ring gears

TS1  16 TR1  64

O
TS 2  18 TR2  63
TS 3  20 TR3  70
TS 4  25 TR4  50 S
Calculate all the gear ratios.
Solution:
R
Let us take:

N i  speed of input shaft

A

N o  speed of output shhaft

N R1 , N R 2 , N R 3 , N R 4  speed of ring gears
N S 1 , N S 2 , N S 3 , N S 4  speed of sun gears
E

Third gear
Taking N S 1 = 0: N S 1  0 (brake B1 , sun gear S1 is held stationary)
N R 2 N R1 T
P

 S1
N R2 N S1 TR1
N R 2 N R1 16
or,   0.25
N R2 64
or, 1.25 N R 2   N R1

N R1
 1.25 (29-7)
N R2

N R1 N R 2 T 18
Moreover,  S2 
N R1 N S 2 TR 2 63
But, N S 2  N i (speed of input shaft ) (See Fig. 29-7))

Chapter 29.indd 742 3/22/10 11:52:56 AM

 Gearbox 743

And N R 2  0.8 N R1 (29-8)

Using these values, we get:
N R1 0.8 N R1 18

N R1 N i 63
0.2 N R1
 0.2857
N R1 N i
(0
0.2  0.2857 ) N R1  0.2857 N i
N R1 0.2857 1
  (29-9)
Ni 0.4857 1.70

N
Then,
N o N R3 T
 S3
N0 N S 3 TR 3

O
But R1 and R2 are connected together through the arm A2. Therefore:
N
N R 3  N R1  i (29-10)
1.70 S
N S 3  N i , input shaft speed (See Fig. 29-7 )

Ni
No
1.70  20  0.2857 (29-11)
R
Therefore,
No Ni 70
N o 0.5882 N i
 0.2857
No Ni
A

1.2857 N o  0.5882 N i  0.2857 N i (29-12)

Ni Input speed 1.2857
   1.471
E

N o Output speed 0.8739

Second gear
Taking NR2 = 0, by fixing the ring 2 (applying brake B2 ring gear R2 is held stationary)
P

N R1 N R 2 T 18
 S 2  , but N R 2  0
NR1 N S 2 TR 2 63
N R1
 0.2857
N R1 N S 2
1.2857 N R1  0.2857 N S 2
But, N S 2  N i , input speed.
N i 1.2857
  4.50
NR1 0.2857
N o N R3 T 20
Moreover,  S3   0.2857
No NS3 TR 3 70

Chapter 29.indd 743 3/22/10 11:52:58 AM

 744 Part V: Gear Drive

But, NR3 = NR1

Ring gears R1 and R3 are connected through arm A2 .
N o N R1
 0.2857
No NS3
But N S 3 = N S 2 = N i , since sun gears S3 and S2, and input shaft are integral:

Ni
But,  4.5 (29-13)
N R1
Putting the values of N R1 and N S 3 , we will get:

N
Ni
No
4.5  0.2857 (29-14)
No Ni

O
N o 0.2222 N i
 0.2857
No Ni
1.2857 N o  (0.2857  0.2
2222) N i S
N i 1.2857
or,   2.531 (29-15)
N o 0.5079
First gear
R
Taking N R3  0 (by applying the brake B3, ring gear R3 is held stationary):
N o N R3 T 20
 S3 
No NS3 TR 3 70
A

But, N S 3  N i , input speed

N R3  0
No
E

Thus, we get:  0.2857

No Ni

1.2857 N o  0.2857 N i
P

N i 1.2857
or,   4.5
N o 0.2857
Reverse gear
Taking N R4  0 (by applying brakes B4 to ring gear R4 ):
N o N R4 T 25
 S4 
No NS4 TR 4 50
But, NS4 = NR3 (since sun gear S4, and ring gear R3 are integral):

Chapter 29.indd 744 3/22/10 11:53:02 AM

 Gearbox 745

N S 4  N R3
No o 1
So,   0.5
No NS3 2
1.5 N o  0.5 N R 3
N R3
3 (29-16)
No
No NR3 T 20
 S3 
No NS3 TR 3 70
But, N S 3  N i ( input speed)

N
N o 3N o
 0.2857
No Ni
2 N o  0.2857 N o  0.22857 N i

O
1.7143 N o  0.2857 N i
Ni
 6.000 (reversse gear speed ratio)
No S
29-9 OVERDRIVE
R
Overdrive is a device used to step up the gear ratio in a car. It is fitted between transmission and propeller
shaft. Over drives are popular in the United States, as they enable high cruising speeds with a compara-
tively low engine speed, on long journeys. At low engine speeds, there is less wear of the engine parts in
vibrations and noise in the car. Since the friction losses at lower speeds are less there is also conservation
A

of fuel. The speed of output shaft is more than the engine speed in overdrive. Maruti Zen, Tata Indica and
Hyundai Santro are fitted with overdrives at 4th and 5th gears. Table 29-2 shows gearboxes used in popular
automobiles

S O LV E D E X A M P L E S
E

Table 29-2 Gearboxes used in popular automobiles

Gear Ratios
P

Make of Vehicle Type of Gearbox I II III IV Top Reverse

Ashok Leyland Comet Five speeds and reverse 6.988 4.308 2.655 1.605 1:1 6.343
Passenger
Tata Mercedes Benz Five speeds and reverse, synchro- 8.82 4.785 2.736 1.663 1:1 8.29
mesh
Tata Mercedes Benz Five speeds and reverse standard 7.37 4.23 2.49 1.56 1:1 7.15
Hindustan Ambassador Four speeds and reverse, synchro- 3.807 2.225 1.506 — 1:1 3.807
mesh for second, third, and top gear
Fiat 1100 Four speeds and reverse, synchro- 3.86 2.38 1.57 — 1:1 3.86
mesh two, three and top gear.

(continued)

Chapter 29.indd 745 3/22/10 11:53:05 AM

 746 Part V: Gear Drive

Table 29-2 Gearboxes used in popular automobiles (contd.)

Gear Ratios
Make of Vehicle Type of Gearbox I II III IV Top Reverse
Maruti 800 Four forward speeds, all synchro- 3.585 2.166 1.333 — 0.999 3.365
mesh and reverse
Maruti Gypsy Four speeds, forward, all synchro- 3.136 1.946 1.422 — 1:1 3.463
mesh, and reverse
Fiat Uno Five speeds, all synchromesh with 3.909 2.238 1.280 1.029 0.838 —
overdrive in five and reverse gear.
Tata Indica (Petrol) Five speeds, all synchromesh, over- 3.42 1.95 1.36 0.95 0.770 3.58
drive in five and reverse
Hyundai Santro Five speeds, all synchromesh, over- 3.833 2.105 1.310 0.919 0.784 4.00

N
drive on fourth and fifth gear, reverse
Maruti Zen Five-speed, all synchromesh and 3.416 1.894 1.280 0.914 0.757 —
reverse

O
Example 29-2 A sliding mesh gearbox contains 3 pairs of gears for providing 3 forward speeds and a
reverse speed. Speed ratio of clutch-shaft gear and lay-shaft gear (which is in constant mesh) is 2. Calculate
the number of teeth in all the gears with the assumption that minimum number of teeth required for any gear
S
to avoid interference is 18. Finally, calculate actual gear ratios. Both main shaft and lay shaft are parallel to
each other. The gearbox should have the following speed ratios, approximately:
Forward speed, 1st gear =5
R
2nd gear = 2.25
Top or third gear = 1:1
Reverse-speed gear = 5.5
Solution:
A

Refer to Fig. 29-3 for sliding-mesh gearbox.

T5
Ratio 2
T6
E

T5, number of teeth on lay shaft gear, T6 number of teeth on clutch gear.
In the reverse, maximum speed reduction is 5.5.

T3 T5
P

In reverse gear: 5.5  r

T7 T6
T5
But, 2
T6
T3
So  2.75
T7
T3  2.75T7
If we take T7  18 teeth, thenn:
T3  2.75 r 18  49.5
Let us take T3  50 teeth

Chapter 29.indd 746 3/22/10 11:53:06 AM

 Gearbox 747

First gear
T4 T5
r 5
T1 T6
T3 5
  2.5
T1 2
T3  50 teeth
50
T1   20 teeth (29-17)
2.5
Second gear

N
T4 T5
r  2.25
T2 T6
T4 2.25

O
  1.125 (29-18)
T2 2
T4  1.125 T2

But, T1  T3 ,  T2  T4 because lay shaft and main shaft are parallel.

So, T2  T4  T1  T3  50  20  70 teeth
S
T4  1.125T2
R
So, T2  1.125T2  70
70
T2   32.94
2.125
A

 33 teeth (wholle number)

T4  70 33  37 teeth
Coming to clutch gear meshing with gear on lay shaft:
E

T5
2
T6
T5  T6  70 teeth
P

3T6  70
T6  23.33
 23 teeth
T5  70 23  47 teeth
Finally the number of teeth are:
T6  23, T5  47
T2  33, T4  37
T1  20, T3  50
T7  18 teeth

Chapter 29.indd 747 3/22/10 11:53:07 AM

 748 Part V: Gear Drive

Reverse gear is engaged through idler gear, therefore condition of T3  T7  T3  T1 is not required.
Actual gear ratios
T3 T5 50 47
1st gear ratio r  r  5.108
T1 T6 20 23
T4 T5 37 47
2nd gear ratio r  r  2.291
T2 T6 33 23
3rd gear ratio, top gear  1 : 1
T3 T5
Reverse gear ratio,  r
T7 T6

N
50 47
 r  5.676
18 23

O
29-10 FIVE-SPEED SLIDING MESH GEARBOX
Figure 29-8 shows a five-speed sliding mesh gearbox, with 4 forward speeds and one reverse speed.
S
R
A
E

Figure 29-8 Five-speed sliding mesh gearbox

P

A clutch gear (1) on clutch shaft always remains in mesh with the gear (2) on the lay shaft. Gears 2, 4, 5,
7 and 9 are rigidly fitted on the lay shaft. With the help of fork and sliding mechanism, gears 3, 6 and 8 on
main splined shaft are slid so as to get different speeds. Gears 3, 6 and 8 on main shaft rotate with main shaft,
without any power transmission, when the engine is in neutral position.

First gear: With the sliding mechanism, gear 8 on main shaft is brought in mesh, with gear 7 of lay
shaft.
Second gear: Gear 6 of main shaft is brought in mesh with gear 5 of lay shaft.
Third gear: Gear 3 of main shaft is brought in mesh with gear 4 of lay shaft.
Fourth gear (top gear): With the help of dog clutch, main shaft is coupled with the clutch shaft. The main shaft
starts rotating at same speed as the engine shaft.
Reverse gear: Gear 8 of main shaft is brought in mesh with idler gear 10 on auxiliary shaft, which is
already rotating with gear 9 of lay shaft. Speed of the vehicle is reversed.

Chapter 29.indd 748 3/22/10 11:53:08 AM

 Gearbox 749

If T1 , T3 , T6 and T8 are the number of teeth on gears 1, 3, 6 and 8, respectively, of main shaft, and
T2 , T4 , T5 , T7 , T9 are the number of teeth on gears 2, 4, 5, 7 and 9, respectively, of lay shaft, then:
T2 T8
First gear ratio  r
T1 T7
T2 T6
Second gear ratio  r
T1 T5
T2 T3
Third gear ratio  r
T1 T4
Fourth gear, top gear ratio  1:1

N
T T
Reverse gear ratio  2 r 8
T1 T9

S O LV E D E X A M P L E S

O
Example 29-3 A sliding mesh gearbox is to be used for 4 forward and 1 reverse speeds. First gear speed
ratio is 5.5 and reverse gear speed ratio is 5.8. Clutch gear on clutch shaft and gear (in constant mesh) on lay
shaft has speed ratio of 2. Calculate the number of teeth on all the gears. Assume that the minimum number
S
of teeth on any gear should not be less than 18. Refer to Fig. 29-8. Calculate actual gear ratios.
Solution:
T2
Constant gear ratio   2.
R
T1
Let us assume that the geometric progression for gear ratios, top gear (fourth), third gear, second gear and first
gear is 1 : x : x 2 : x 3
A

From these gear ratios, we get:

x 3  5.5
x  3 5.5
E

 1.765
So, the gear ratios are:
1 : 1.765 : 3.116 : 5.5
P

First gear ratiio

T2 T8 T
r  2 r 8  5.5
T1 T7 T7
T8
 2.75
T7
Taking, T7  18 teeth
T8  18 r 2.75  49.5
; 50
It is better if we take T8  51, since :
T2  T1  T7  T8  18  51  69

Chapter 29.indd 749 3/22/10 11:53:09 AM

 750 Part V: Gear Drive

T2  2T1 , as the gear ratio is 2

T2  46, T1  23 teetth
T2 T6
 r  3.116
T1 T5
Second gear ratio
T6 3.116 ¤ T ³
  1.558 ¥ as 2  2´
T5 2 ¦ T1 µ
T6  1.558 T5
T5  1.558 T5  T1  T2  T7  T8

N
Because main shaft and lay shaft are parallel.
2.558T5  69
69
T5   26.974  27

O
2.558
T6  69 – 27  42
Third gear ratio S
T2 T3
r  1.765
T1 T4
T3 1.765
 0.8825
R

T4 2
T3  0.8825 T4
But, T3  T4  T5  T6  69
A

T4 r (1  0.8825)  69
69
T4   36.66
1.8825
E

 37 teeth
T3  69 37  32 teeth
Reverse gear ratio
P

T8 T2
r  5.8
T9 T1
T8 T
 2.9 as 2  2
T9 T1
T8  51 teeth
51
T9   17.586
2.9
Let us take, T9  18 teeth ( through idler gear )
Actual number of teeth
T1  23, T2  46, T3  32, T4  37
T5  27, T6  42, T7  18, T8  51, T9  18

Chapter 29.indd 750 3/22/10 11:53:11 AM

 Gearbox 751

T2 T8 2 r 51
Actual gear ratios, first gear  r   5.666
T1 T7 18
T2 T6 2 r 42
Second gear  r   3.111
T1 T5 27
T2 T3 2 r 32
Third gear  r   1.729
T1 T4 37
Top gear  1 : 1
T2 T8
Reverse gear  r
T1 T9

N
51
 2 r  5.666
18

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P R A C T I C A L A P P L I C AT I O N S

• Gearboxes are employed in machine tools and automobiles to provide different speeds.
• Cars are fitted with overdrives at fourth and fifth gears.
S
POINTS TO REMEMBER
R
1. A gearbox is employed to provide variable speeds, 6. Generally, synchromesh device is fitted on high gears,
depending upon the requirement of variable speed and but ordinary dog clutches are used in low and reverse
torque on cutting tool, or gear wheel (automobile). gears, in order to reduce cost.
2. An epicyclic gearbox is used in automatic trans- 7. Synchromesh devices work on the principle that two
A

mission. gears to be engaged are first brought into frictional

3. Air resistance is significant if the vehicle speed is contact which equalizes their speeds after which they
more than 72 kmph. are readily and smoothly engaged.
4. Speed of output shaft is more than speed of engine in 8. Six possible speeds can be obtained by using an epicyclic
E

overdrive.
5. All pairs of gears are always in mesh in a constant-
mesh gearbox. A dog clutch couples a particular gear
pair, while other gear pairs are not coupled to the
P
gearbox, that is, four forward and two reverse speeds.
9. Wilson gearbox is a four forward and one reverse
speed epicyclic gearbox.
10. Five forward and one reverse speeds gearbox is used

main shaft. for heavy duty vehicles such as buses and trucks.

REVIEW QUESTIONS
1. What is the necessity of a transmission in a
vehicle?
2. What is a constant-mesh gearbox? What are its advan-
tages over sliding-mesh gearbox?
3. Describe the working of a synchromesh gearbox with
the help of a neat sketch.
4. Describe briefly the various types of gear selector
mechanisms used in automobiles.
5. Make a neat sketch of a four-speed sliding-mesh
gearbox and explain its working.
6. What is automatic transmission? What types of
gearboxes are used in automatic transmission?
7. What do you understand by overdrive? Name a few
cars with overdrives
8. Differentiate between gradient resistance and air
resistance to the motion of a vehicle.
9. What is the function of lay shaft in a gearbox?
10. In a five-speed gearbox with four direct drives and
one reverse drive, gear ratio in the gear is 5, and in
top gear ratio is 1.0. What are other gear ratios?

Chapter 29.indd 751 3/22/10 11:53:12 AM

 752 Part V: Gear Drive

PRACTICE PROBLEMS
1. A sliding mesh gearbox contains 3 pairs of gears for pinion is 15. Calculate the number of teeth on gears
providing 3 forward speeds and 1 reverse speed. Speed A, B, C, D, E, F and G, at reverse, (See Fig. 29-9)
ratio of clutch-shaft gear and lay-shaft gear (which is 3. In a Wilson gearbox, the number of teeth and sun
in constant mesh) is 2. Calculate the number of teeth in gears and ring gears are as follows:
all the gears with the assumption that maximum num-
ber of teeth required for any gear to avoid interference Sun gears Ring gears
is 18. Finally, calculate actual gear ratios. Both main TS1  16 TR1  80
shaft and lay shaft are parallel to each other Gearbox
should have the following speed ratios approximately: TS 2  18 TR2  72
Forward 1st gear = 4.5 TS 3  18 TR3  72

N
2nd gear = 2.5 TS 4  24 TS 4  24
Top gear = 1:1
Calculate all the gear ratios.
Reverse gear speed =5
If the engine shaft rotates at constant speed of 2,000
Give values of number of teeth as per Fig. 29-3
rpm what are the output speeds at different gear ratios?

O
2. A sliding-mesh gearbox with 3 forward and 1 reverse 4. A sliding-mesh gearbox is to be used for 4 forward and
gear ratios, provides the speed reductions as follows: 1reverse speeds. 1st gear ratio is 5:1. The main-drive
Gear 3 = 4 : 1, gear 2 = 6.4 : 1, gear 1= 12 : 1 and pinion and driven gear on lay shaft has a speed ratio of
reverse gear = 14.4 : 1. The permanent speed reduc-
S 2. Calculate the number of teeth in all the gears assum-
tion is 4 : 1 at the rear axle. ing minimum number of teeth is 18, and reverse speed
The speed of the lay shaft is half the speed of the ratio is 6.0. (Refer to Fig. 29-8 for 5-speed gearbox).
clutch shaft. The maximum number of teeth at clutch Calculate actual speed ratios.
R
A
E
P

Figure 29-9

INTERACTIVE LEARNING
A wide range of multiple choice questions is available at www.pearsoned.co.in/ucjindal. Log on to test yourself,
check your scores and get the right answers.

Chapter 29.indd 752 3/22/10 11:53:13 AM