Drive trains serve the following functions:

 Transmit power from engine to

drive wheels and PTO.
 A means of smoothly engaging
engine power at start-up.
 Transform engine torque and speed
to meet load requirements.
 Provides means for reversing the
direction of travel.
 Provides a means of smoothly
stopping the vehicle.
Fig. 12.1 Vehicle drive-train.
Clutches
 Friction clutches are design to
absorb energy during slippage.
 Virtually all vehicle clutches are
spring-loaded friction disks.
Fig. 12.2 Spring Loaded Dry Clutch
Fig. 12.3 Hydraulically Actuated Wet Clutch
Torque Transmission Capacity of a Clutch

 The torque transmission capacity of a

clutch can be estimated as,

Tc  fFc rm ns
 where, Tc is the torque capacity, f is the
friction coefficient, Fc is clamping force of
clutch, rm is the mean radius of the clutch,
and ns is the number of friction surfaces.
Torque Transmission Capacity of a Clutch

 The mean effective radius is approximated

as,

Do3  Di3
rm 

3 Do2  Di2 
 where, Do is the outer diameter of the
clutch disk, and Di is the inside diameter.
Table 12.1 Clutch Design Data
 Heat Generation at Clutch
 Heat generation, Q, is,


Q  Ts N s t s
30

 where, Ts is the average torque

transmitted during slippage, Ns is the
average speed difference between the
pressure plate and disk, and ts is the slip
duration.
 Heat Generation at Clutch
 The temperature rise of the clutch can be
estimated as,

Q
  0 
mc C p

 where, mc is the mass of the heat

absorbing parts of the clutch, and Cp is the
specific heat of the heat absorbing pats of
the clutch.
 Heat Generation at Clutch
 One of the previous equations can be
modified to estimate the rate of heat
generation, Er,

2Ts N s
Er 
60 Ac

 where, Ac is the combined area of all

friction surfaces.
Transmission and Load Matching
 The speed (Na) is related to the speed of
the engine (Ne) as,

Ne
NA 
G pt

 where, Gpt is the overall power train ratio.

Transmission and Load Matching
 Similarly, axle torque (Ta) is related to the
engine torque (Te) as,

TA  G pt e ptTe

 where, ept is the overall power train

efficiency.
Fig. 12.4a Engine Torque-Speed Curve
Fig. 12.4b Power Train Torque-Speed Curve
Types of Transmissions
 Sliding Gear
 Constant-Mesh
 Synchromesh
 Powershift
 Continuously Variable Transmission (CVT)
 Hydrokinetic
Gear Design
 Spur or helical gears are meshed
between parallel shafts.
 Spur gears have teeth that are
parallel to the shafts, while helical
gear teeth are angled with respect
to the shafts.
 Helical gears continually transfer
the load from one gear to the other.
Gear Design
 Gear teeth typically have a tooth
profile that is “involute” (generated
by unwrapping a string from a
cylinder).
 Constant involute profiles generate
constant angular velocities.
Fig. 12.5 Involute Tooth Profile
Fig. 12.6 Gear Tooth Pressure Angle
Fig. 12.7 Gear Tooth Terminology
Gear Design
 The center distance of the shafts (Dc) is
related to the pitch diameter of the pinion
gear (Dp) as,

Dp 2

Dc 1  G

 where, G is the overall gear ratio (must be

>1).
Gear Design
 The following equation gives the
relationship between the tooth size module
(m), pitch diameter (DG) and the number
of teeth (n),

DG
m
n
Gear Design
 For helical gears the modulus, m, must be
modified to account for the helix angle, ,

mn
m
cos
 Typical Tooth Moduli
 Transmission Gears – 4 to 5 mm
 Powershift Planetary Gears – 1.2 to 3.5 mm
 Spiral Bevel Gears – 8 to 12 mm
 Final Drive Gears – 5 to 7 mm
Gear Design
 Working pressure angles (w) are selected
for a specific pitch diameter,

 m(n1  n2 ) cot t 
w  cos 
1

 2 Dc 

 tan n 
t  tan 
1

 cos 
Transmission Types
 Sliding Gear – gears slid
horizontally on splined shaft to
move in or out of mesh.
 Constant Mesh – gears are in
constant mesh, and are free to
rotate on one of the shafts, splined
collars lock gears to shaft
 Synchromesh – sliding couplings
within the constant mesh
transmissions are replaced with
synchronizers
Constant Mesh Transmission
Fig. 12.9a Synchronizer
Fig. 12.9b Synchronizer
Powershift Transmissions
 Can be shifted with virtually no
interruption in power.
 Types of powershift transmissions:
a) countershaft, and b) planetary.
 Hydraulic pressure is utilized to
actuate the clutches.
Fig. 12.10a Countershaft Powershift Transmission
(Hi/Lo Shift)
Hi/Lo Powershift
 When neither clutch is engaged,
transmission is in neutral.
 When left clutch is engaged, output
shaft turns slower than input.
 When right clutch is engaged,
output shaft turns the same speed
as the input.
 When both clutches are engaged,
transmission is in ‘Park.”
Fig. 12.10b Countershaft Powershift Transmission
(Reverser)
Reverser Powershift
 When neither clutch is engaged,
transmission is in neutral.
 When left clutch is engaged, output
shaft turns opposite direction of the
input.
 When right clutch is engaged,
output shaft turns the same
direction as the input.
 When both clutches are engaged,
transmission is in ‘Park.”
Fig. 12.11 Planetary Gear Set
Planetary Speed Ratios
 The following equation can be utilized to
determine speed and torque ratios for
planetary gear sets,

ns N s  (ns  nr ) N pc  nr N r
 where n is the number of gear teeth and
N is gear speed.
Planetary Torque Relationship
 The following equation can be utilized to
determine the respective torque within
the planetary set,

Tpc  Ts  Tr
Overall Planetary Efficiency
 The following equation can be utilized to
determine the overall planetary efficiency,

 nr 
1  esp e pr  
 ns 
et 
nr
1
ns
Compound Planetary Transmissions
 Contains two set of different size
planets, one meshing with the sun
and the second meshing with the
ring gear.
 May also include two sun and/or
two ring gears.
Fig. 12.12 Full Powershift Transmission
Table 12.2 Element Engagement and
Resulting Gear Ratios
Fig. 12.13 Electro-Proportional Pressure Reducing Valve
Fig. 12.21a Differential
Fig. 12.21b Differential
Fig. 12.22 Planetary Final Drive
Fig. 12.23 Skid-Steer (Caterpillar)
Fig. 12.24 Tractor PTO
PTO Categories
 Type 1: 540 rpm, 35 mm shaft, up
to 65 kW
 Type 2: 1000 rpm, 35 mm shaft, 45
kW to 120 kW
 Type 1: 1000 rpm, 45 mm shaft,
110 kW to 190 kW