REFRESHMENT!!!

1. The three categories of gear ratio are….

2. The three major types of manual transmissions are…..

3. What is the primary purpose of a synchronizer?

4. Four types of synchronizers used in synchromesh

transmission are…
CHAPTER 2
MANUAL TRANSMISSION
 OBJECTIVES
After the completion of this lesson, students should be able to:

i) Discuss the flow of power through a manual transmission.

ii) Describe basic operation and power flow through a transaxle.

iii) Define the purpose of a clutch assembly.

iv) Describe the major components of a clutch assembly.

 ..Power flow of five speed transmission..
– In typical 5-speed transmission, all 5 forward helical gear assemblies are
in constant mesh.

– They are activated by 1st/2nd speed synchronizer, the 3rd/4th speed

synchronizer and 5th speed synchronizer. Each synchronizer is activated
by its own shift fork.

– With the gears in constant mesh, all gears will rotate when the input
shaft is supplying input power but will not transfer power to main shaft
(output shaft) until 1 of synchronizers engaged with gear.

– If gears are not engaged by a synchronizer, they are free-wheeling on

main shaft.

– The individual output shaft gears are mechanically locked to the output
shaft only when synchronizer are activated.
Five-speed Transmission
 - Neutral -

 Input shaft drives the countershaft gears but no power is transferred out
of the transmission.

 Because they are in mesh, all the gears on the main shaft rotate, but power
is not transferred to the output shaft because the synchronizers are not
engaged with any of the gears.
 - First Gear -

 Power enters the transmission through the input shaft and rotates the countershaft gear.
 1st/2nd synchronizer sleeve is engaged with dogteeth on 1st-speed gear, locking the gear to
main shaft.
 Power coming in the input shaft transfer through the counter gear and up into 1st gear.
 The gear rotates the synchronizer sleeve, in turn rotates the hub and main shaft for output
power.
 All other gears mounted in the main shaft rotate freely.
 - Second Gear -

o Input shaft again drives the countershaft gear. The 1st/2nd synchronizer sleeve is
move to engage with dogteeth of the 2nd gear, locking in to the output shaft.

o Power in through input shaft, down to the counter gear and up to 2nd gear.

o The dogteeth of 2nd gear rotate the synchronizer sleeve, rotates the hub and main
shaft for power output.
 - Third Gear -

 3rd gear position causes the countershaft gear, driven by input shaft, to be mechanically
locked the 3rd gear on output shaft.

 The 3rd/4th synchronizer sleeve is moved to engage with dogteeth of 3rd gear.

 Power comes from input shaft to counter gear and then to 3rd gear. Dogteeth on 3rd gear
rotate the synchronizer sleeve, rotates the hub and main shaft for output power.
 - Fourth Gear -

 4th gear mechanically locks the output shaft to input shaft.

 The 3rd/4th synchronizer sleeve is moved to engage with dogteeth of the input gear.

 Power flows in from input shaft, through the synchronizer sleeve and hub, then through
to main shaft for output power.

 This directly links the 2 shafts and output shaft rotates at the same speed as the input
shaft to provide direct drive.
 - Fifth Gear/ Overdrive -

 5th gear position cause countershaft gear, driven by output shaft, to rotate 5th gear.

 The 5th gear synchronizer sleeve is moved to engage with dogteeth on the 5th gear.

 Power on input gear transfer to the counter gear and then to 5th gear. Power transfers
through the synchronizer sleeve and hub to main shaft for output power.

 As result, output shaft rotates at higher speed than input shaft.

 - Reverse Gear -

 Reverse synchronizer sleeve moves to engage with reverse gear.

 Power comes in through input shaft, into counter gear, through reverse idler gear, and
into reverse gear on the main shaft.
 Reverse gear rotates the synchronizer sleeve, which rotates the hub and main shaft in a
reverse direction.
 If reverse is nonsynchronized gear, a reverse gear shift relay lever slides the reverse idler
gear into contact with countershaft reverse gear and the reverse gear on the output shaft.
 Reverse idler gear causes the reverse output shaft gear to rotate counter-clockwise.
 GEAR SHIFT LINKAGES
 There are many designs of gear linkages; some are internal and
others are external to the transmission.

 Internal linkages are located at the side/top of transmission housing. The control
end of the shifter is mounted inside the transmission.

 Movement of shifter move a shift rail and shift fork toward desired gear and make
the synchronizer sleeve lock the speed gear to the shaft.

 As the rail moves, a detent ball moves out of its detent notch and drop into the
notch for selected gear. At same time interlock pin move out and its interlock notch
and into the other shift rails.

 External linkages function in much the same way, except rods external to the
transmission act on levers connected to the internal shift rails of the transmission.
 MANUAL TRANSAXLE
OPERATION
 Transmissions and transaxles serve basically the same purpose and operate by
the same basic principles.

 Although the assembly of a transaxle is different from that of a transmission,

the fundamentals and basic components are the same for both. In fact, a
transaxle is a final drive unit and transmission housed in a single unit.

 Most FWD vehicles are equipped with transaxle. But sometimes found in some
mid-engined RWD, 4WD vehicles and rear-engined RWD vehicles.

 Compactness of transaxle design offer increased passenger room, reduce

vehicle weight and reduce vibration and alignment problems, cause by long
drive shaft of RWD vehicles.
 -Basic Transaxle Operation -
 Transmission section of a transaxle is practically identical to FWD
transmission. It provides for torque multiplication, allow gear shifting and is
synchronized.

 It uses many of design and operating principles found in transmissions.

Transaxle contains the differential gear sets and the connection for drive axles.

 Normally use fully synchronized, constant mesh helical gear for all forward
speeds and spur gears for reverse. To keep transaxle compact, many design
use pressed-fit synchronizer hubs and narrow gears.

 The primary differences between transaxle and transmission, counter (cluster)

gear assembly is eliminated; input shaft’s gear drive the output shaft gears
directly.
 Normally transaxle have 2 separate
shafts: input shaft and output shaft.

 The engine’s torque is applied at

input shaft and the revise torque
(due to gearing) rotates the output
shaft.

 The input shaft transmits the

engine’s power to the transmission
or transaxle’s gears.

 The output shaft transmits torque

from the transmission to the drive
axles via a drive shaft.
 Normally input shaft are located
above and parallel to output shaft.

 The main gears freewheel around

output shaft unless they are locked to
the shaft by synchronizer. The main
speed gears are constant mesh with
their mating gears on input shaft and
rotate whenever the input shaft
rotates.

 Some transaxles are equipped with

an additional shaft to offset the
power flow on output shaft. This
shaft place is in parallel with input
and output shaft. Power is
transferred by helical gear to 3rd
shaft. 3rd shaft is added when an
extremely compact transaxle
installation is required.
 Reverse is usually engaged
by moving a sliding gear
arrangement rather than a
sliding synchronizer collar,
although some five-speed
units have synchronized
gears in all forward gears and
in reverse.
 - Shift Mechanism -
£ Driver change gear by moving the shift lever to move the internal shift
mechanisms.

£ Movement of shift lever is transmitted to main shift control shaft and fork
to select and engage the forward gears. An internal shift mechanism
assembly transfers shift lever movement through the main shift control
shaft assembly and the shifting fork.
The external shift mechanism normally consist of a floor-mounted shift lever
that pivots through the shifter boot and is held in place by stabilizer assembly
and bushing. Shift lever motion is transmitted to internal shift mechanism by
shift rod that is connected to and operates the transaxle input shift shaft.

Some transaxle use 2-cable assembly to shift gear; 1 cable is transmission

selector cable and other is shifter cable. The selector cable activates the
desired shift fork and shifter cable causes the engagement of the desired gear.
 - Power Flow Through a Transaxle -
NEUTRAL
 When transaxle is in neutral
position, no power is applied to the
differential. Because synchronizer
collars are centered between their
gear positions, the meshed drive
gear are not locked to the output
shaft.

 Therefore, the gears spin freely on

the shaft and the output shaft does
not rotate.
FORWARD GEARS

When 1st gear is selected, 1st&2nd

gear synchronizer engages with 1st
gear.
Because the synchronizer hub is
splined to the the output shaft, 1st
gear on input shaft drives its
mating gear (1st gear) on the
output shaft.
It will cause the output shaft
rotate at the ratio of 1st gear, and
to drive the differential ring gear
at the same ratio.
FORWARD GEARS

Other forward gears are selected,

the appropriate shift fork moves
to engage the selected
synchronizer with gear.

Since synchronizer’s hub is

splined to output shaft, the desired
gear on the input shaft drives its
mating gear on the output shaft.
Cause output shaft to rotate at the
same ratio of the selected gear
and drive the differential ring gear
at that same ratio.
REVERSE

When reserve gear is selected

using sliding reverse gear,
shifting fork forces the gear into
mesh with the input and output
shaft.

The additional of this 3rd gear

reverses the normal rotation of 1st
gear and allows the car to change
direction.
 DIFFERENTIAL ACTION
 The final drive ring gear is driven by the
transaxle’s output shaft. The ring gear then
transfers power to differential case.

 One major difference between differential

in RWD vehicle and differential in transaxle
is power flow.

 In RWD differential, power flow change 90º

between drive pinion gear and ring gear.

 This direction change is not needed in FWD

vehicle. Transverse engine position places
the crankshaft so that it already rotating in
correct direction.

 The purpose of differential is only to

provide torque multiplication and divide the
torque between drive axle shafts, it can
rotate at different speeds.
 The final drive or differential case is driven by output shaft of transmission. The case hold
the ring gear with its mating pinion gear.

 The differential side gear are connected to inboard constant velocity (CV) joints by splines .

 The drive axles extend out from each side of the differential to rotate the vehicle’s wheel.

 The axles are made up of 3 pieces connected together to allow the wheel to turn for steering
and move up and down for suspension.
 A CV joint maintains an equal speed of both sides of joint, help reduce vibration and
wear.

 On may vehicles, right and left drive axles are different lengths. Because this, drivers
experience torque steer.

 Torque steer is term to describe a pull to 1 side during hard acceleration.

 The pulling is often felt in steering wheel. Because the transaxle is typically placed to 1
side of the vehicles; it is difficult to have equal length drive shafts.

 Therefore some manufacturers use 2-pieces drive shaft on the longer side. The inner part
of the shaft connects to transaxle and to a bearing support.

 At the bearing support, the outer shaft is connected and is able to move with the vehicle’s
suspension.
 The outboard shaft is same length as the shaft of the other side of the vehicles
with the equal-length drive shaft on both sides, torque steer is minimized.

 A short stub shaft extends from the differential to the inner CV joint.
Connecting the inner CV joint and the outer CV joint is axle shaft.

 Extending from outer CV joint is a short spindle shaft that fit into the hub of
the wheel.

 CV joint are much like universal joints used in drive shaft of RWD vehicles.
However, the speed of driven side of U-joint may vary with relation to the
driving side, depending on the angle of the shaft.
 CLUTCH
• The manual transmission clutch is a device used to connect and
disconnect engine power flow to the transmission at the will of the
driver.

• A driver operates the clutch with a clutch pedal inside the vehicle.
This pedal allow engine power flow to be gradually applied when
the vehicle is starting out from a stop and interrupts power flow to
avoid gear clashing when shifting gears.

• Engagement of the clutch allows for power transfer from the engine
to the transmission and eventually to the drive wheels.
• Disengagement of the clutch provides the necessary halt of power
transfer that allows the engine to continue running while no power is
supplied to the drive wheels.

o Engagement and disengagement of the clutch is controlled by a

pedal and clutch linkage.

o The clutch assembly is placed between the engine and the

transmission on nearly all cars and trucks.

o A flywheel is bolted to the rear of the engine’s crankshaft and

the clutch is bolted to the flywheel.
 The purpose and function of a clutch include the following:

i) To disconnect the engine from the transmission/ transaxle

to permit the engine to remain running when the vehicle is
stopped and to permit the transmission/transaxle to be
shifted.

ii) To connect and transmit engine torque to the

transmission/transaxle.

iii) To dampen and absorb engine impulses and drive train vibration.

iv) To provide a smooth engagement and disengagement between the engine

and the transmission/transaxle.
Diagram of car showing clutch location.
 ..Clutch Design..
 The main parts of the clutch assembly are the clutch housing,
flywheel, clutch shaft, clutch disc, pressure plate assembly,
release bearing and clutch linkage.

 The clutch housing is a large bell-shaped metal casting that

connects the engine and the transmission/transaxle. It houses
the clutch assembly and supports the transmission/transaxle.

 A clutch housing is often called a bell housing.

 - Flywheel -
 A flywheel is a large diameter heavy disc, usually made of nodular cast iron with a high graphite
content to lubricate the engagement of the clutch.

 A flywheel is bolted to the engine’s crankshaft to serve many purposes.

 It acts as a balancer for the engine and it smoothens out, or dampens, engine vibrations causes by
firing pulses.

 It provides a machined surface from which the clutch can contact and pick up engine torque and
transfer it to the transmission.

 The flywheel also acts as a friction surface and heat sink for one side of the clutch disc.

 A heat sink is a piece of material that absorbs heat to prevent the heat from settling on another
component.

 On some flywheels, a special plate is bolted onto the flywheel to provide a frictional surface for the
clutch.
• The flywheel is bolted to the engine’s
crankshaft and the clutch assembly’s
pressure plate is bolted to the flywheel.

• A pressure plate may be referred to as a

clutch cover.

• In the center of the flywheel or

crankshaft is the bore for the pilot
bearing or bushing.

• The teeth around the circumference of

the flywheel form a ring gear for the
engine starting motor to contact.

• The ring gear is not actually a part of

flywheel, rather it is pressed around the
outside of the flywheel.
• A few cars and light trucks use a dual-
mass flywheel.

• These flywheels are normally used to

reduce engine vibrations transmitted
through the transmission, provide for
smoother shifting, and reduce gear noise.

• Although a conventional flywheel along

with the engine’s vibration damper
smoothens out most of the vibrations of
the crankshaft, some remain and move
through the transmission.

• Dual-mass flywheels can reduce the

oscillations of the crankshaft before they
move through the transmission.

A dual-mass flywheel dampens crankshaft

vibrations before they enter the transmission
o The flywheel consists of two rotating plates, connected by a spring and
damper system.

o Dual-mass flywheels are commonly found on Ford light trucks with 7.3L
diesel engine and on Audis, BMWs, Corvettes, and Porsches.

o The pressure plate of the clutch is bolted to the rearward portion of the
flywheel.

o Vehicles with automatic transmissions do not have a flywheel. Instead,

they use a flexplate and the weight of a torque converter to dampen the
engine vibrations.

o Flexplates are lightweight, stamped steel disc and are used as the attaching
point for the torque converter to the engine’s crankshaft.
 - Clutch shaft -
 Clutch shaft projects from the front of
the transmission.

 It is commonly called the

transmission’s input shaft or main
drive pinion.

 Most clutch shafts have a smaller shaft

or pilot that projects from its outer end.

 This pilot bearing or bushing serves as

a support for the outer end of the input
shaft and it maintains proper alignment
of the shaft with the crankshaft.

 Some flywheels are fitted with a ball or

needle-type pilot bearing in place of a
bushing.
 The clutch disc is a steel plate covered
with frictional material that fits between
the flywheel and the pressure plate.

 In the center of the disc is the hub,

which is splined to fit over the splines
of the input shaft.

 When the clutch is engaged, the disc is

firmly squeezed between the flywheel
and pressure plate and power from the
engine is transmitted by the disc’s hub
to the transmission input shaft.

 The width of the hub prevents the disc

from rocking on the shaft while it
moves between the flywheel and the
pressure plate.
 There are 2 types of clutch discs
which are rigid and flexible.

 A rigid clutch disc is a solid circular

disc fastened directly to a center
splined hub.

 A flexible clutch disc is easily

recognized by the torsional dampener
springs that circle the center hub.

 The dampener is a shock-absorbing

feature built into a flexible clutch disc.

 A flexible disc absorbs power

impulses from the engine that would
otherwise be transmitted directly to
the gears in the transmission.
 Some high performance clutch assemblies use multiple clutch
discs. an intermediate plate is used in these assemblies to
separate the clutch discs.

 When the clutch is engaged, the first clutch disc is held between
the clutch pressure plate and intermediate plate, and the second
clutch disc is held between the intermediate plate and the
flywheel.

 When disengaged, the intermediate plate, flywheel, and pressure

plate assembly rotate as a unit, while the clutch discs, which are
not in contact with the plates, rotate freely within the assembly and
do not transmit power to the transmission.
 - Pressure Plate -
• The pressure plate squeezes the clutch disc onto the flywheel when
the clutch is engaged and moves away from the disc when the
clutch pedal is depressed.
• These actions allow the clutch disc to transmit or not transmit the
engine’s torque to the transmission.
• A pressure plate basically a large spring-loaded clamp that is bolted
to and rotates with the flywheel.
• A pressure plate assembly includes a sheet metal cover, heavy
release springs, a metal pressure ring that provides a friction
surface for the clutch disc, a thrust ring or fingers for the release
bearing, and release levers.
• The release levers release the holding force of the springs when the
clutch is disengaged.
 Pressure Plate

Some manufacturers refer to a pressure plate

as a clutch cover.
• The springs used in most pressure plates is a single Belleville spring or
diaphragm-type spring, however a few use multiple coil springs.

• Diaphragm spring pressure plate assemblies use a cone-shaped diaphragm

spring between the pressure plate and the cover to clamp the pressure
plates against the clutch disc.

• The spring is normally secured to the cover by rivets.

• When pressure is exerted on the center of the spring, the outer diameter of
the springs tends to straighten out. As soon as the pressure is released, the
springs resumes its normal cone shape.

• The center portion of the spring is slit into numerous fingers that act as
release levers.
• When the clutch is disengaged, these fingers are depressed by the
release bearing. The diaphragm spring pivots over the fulcrum ring
and its outer rim moves away from the flywheel.

• The retracting springs pull the pressure plate away from clutch disc,
thereby disengaging the clutch.

• When the clutch is engaged, the release bearing is moved away from
the diaphragm spring’s release fingers.

• As the spring pivots over the fulcrum ring, its outer rim forces the
pressure plate tightly against the clutch disc. At this point the clutch
disc is clamped between the flywheel and pressure plate.

• At the outer rim, the spring is moved outward and the pressure plate is
forced against the clutch disc.
 - Release Bearing -
 The clutch release bearing is a
ball-type bearing located in the bell
housing and operated by the clutch
linkage.

 Release bearings are usually sealed

and prelubricated to provide
smooth and quite operation as they
move against the pressure plate to
disengage the clutch.

 A clutch release bearing is often

referred to as a throw-out bearing.
 When the clutch pedal is depressed
to disengage the clutch, the release
bearing moves toward the flywheel,
depressing the pressure plate’s
release fingers or thrust pad and
moving the pressure plate fingers or
levers against pressure plate spring
force.

 This action moves the pressure plate

away from the clutch disc, thus
interrupting power flow.

 Release bearings are mounted on an

iron casting called a hub, which
slides on a hollow shaft at the front
of the transmission housing. This
hollow shaft is part of the
transmission’s front bearing retainer.
 The release bearing is mounted on a sleeve that is designed to slide back and
forth on the transmission’s bearing retainer.

 To disengage a clutch, the release bearing is moved toward the flywheel by

the clutch fork. As the bearing contacts the release levers or fingers, it begin
to rotate with pressure plate assembly. As the release bearing continues to
move forward, the pressure on the release levers or fingers causes the force of
the pressure plate’s spring to move away from the clutch disc.

 To engage the clutch, the clutch pedal is released and the release bearing
moves away from the pressure plate. This action allows the pressure plate’s
springs to force against the clutch disc, engaging the clutch to the flywheel.
Once the clutch is fully engaged, the release bearing is normally stationary
and does not rotate with the pressure plate.
 SUMMARY
o There are two basic types of gear shift linkages: internal
and external.

o A manual transaxle is a single unit composed of a

transmission, differential, and final drive.

o The main parts of the clutch assembly are the clutch

housing, flywheel, input shaft, disc, pressure plate
assembly, release bearing, and linkage.
 REFERENCES
Erjavec Jack, 2005, TechOne: Manual Transmission, Delmar,
ISBN 1-4018-3400-0

James D. Halderman, 2003, Automotive Technology,

2nd Ed, PRENTICE HALL