Sliding Gear Transmission

•Old school, used from late 1800’s to 1940’s?

•Has two or more shafts in parallel with sliding spur
gears.
 Sliding Gear Transmission
•If either gear is rotating, shifting is difficult and gear
“clashing” will result.
•Some manufacturers may still have a sliding gear for reverse.
 Collar-shift
Transmission
•Has two parallel shafts
with gears in constant
mesh
•These “collars” slide on
a hub that is splined to
the output shaft, thus
transferring power.
•Gear “clashing” will
occur if the gear speeds
are not matched by
double clutching.
• The shifter, rather than going
straight to the next gear, makes a
stop in neutral and then the clutch
is released.
• This is to allow the engine to slow
down (or with a tap on the gas,
speed up when downshifting) so
the transition into the next gear is
much more smooth.
• The driver then depresses the
clutch again and completes the
shift into the target gear, and
finally the clutch is released again,
putting the car back into gear.
•Gears are in constant mesh and are
collar shifted
•All forward gears are of a helical design
•Collars are equipped with synchronizers
•Synchronizers eliminate the need to equalize
gear speeds before engagement
•Used on all current models of cars – may use
a spur gear for reverse
 Synchromesh Transmissions
•Engine torque is applied to the input shaft (clutch shaft)
when the clutch is engaged.
•The input shaft is fitted with a gear (input gear or clutch
gear)
•The output shaft (main shaft) is inserted into, but rotates
independently of the input shaft.
 Synchromesh Transmissions
The different speed gears (1st, 2nd, 3rd 4th, etc.)
rotate on the main shaft.
 Synchromesh Transmissions
•Parallel to (below or beside) the input and output
main shaft is the counter shaft
•The counter shaft is fitted with different sized
gears.
 Synchromesh Transmissions
•All of these gears are in constant mesh with the gears
on the output shaft except …

•One gear is in constant mesh with the input shaft gear .

 Synchromesh Transmissions
•Gear changes occur
when the selected gear is
connected to the output
shaft.
•This is accomplished by
locking a collar onto the
selected gear.
•The collars are moved
by shift forks.
 Synchromesh Transmission

Switch to ppt #2
Transmission Components
Input Shaft
Main (Output) Shaft
Counter Shaft
Synchronizer Assembly
Synchronizer Operation
 Synchronizer Operation

•First, the sleeve is moved toward the gear by the shift lever
and engages the hub assembly
•Second, the movement
of the sleeve causes the
inserts to press the
blocking ring onto
the cone of the gear
 Synchronizer Operation
•Third, when the components reach the same speed, the
synchronizer sleeve slides over external dog teeth on the
blocking ring and over the dog teeth
of the speed gear’s shoulder.
This action locks the gear
to the main shaft.
Fork and Rail Assembly
Reverse Idler Gear
 Transmission Operation

Power flow in neutral

•The input shaft drives the counter shaft
•All of the gears on main shaft rotate
•The synchronizers are not engaged with any gear
•No power is transferred to the output shaft
 Power flow in first gear
•The power enters the transmission through the input
shaft
•The first/second synchronizer sleeve is engaged with the
first gear dog teeth
•The power is transferred from the input shaft, through
the countershaft, and up to the first gear
•The first gear drives the output shaft
 Power flow in second gear
•The power enters the transmission through the input shaft
•The first/second synchronizer sleeve is engaged with the
second gear dog teeth
•The power is transferred from the input shaft, through the
countershaft, and up to the second gear
•The second gear drives the output shaft
 Power flow in third gear
•The power enters the transmission through the input shaft
•The third/fourth synchronizer sleeve is engaged with the
third gear dog teeth
•The power is transferred from the input shaft, through the
countershaft, and up to the third gear
•The third gear drives the output shaft
 Power flow in fourth gear
•The power enters the transmission through the input shaft
•The third/fourth synchronizer sleeve is engaged with the
fourth gear dog teeth
•The power is transferred from the input shaft to the fourth
gear
•The fourth gear drives the output shaft
 Power flow in fifth gear
•The power enters the transmission through the input shaft
•The fifth gear synchronizer sleeve is engaged with the fifth
gear dog teeth
•The power is transferred from the input shaft, through the
countershaft, and up to the fifth gear
•The fifth gear drives the output shaft in overdrive
 Power flow in reverse gear

Reverse is often achieved by adding a

third gear

-causing the output shaft to spin in the

opposite (same) direction
 Power flow in reverse gear
•The power enters the transmission through the input shaft
•The reverse gear synchronizer sleeve is engaged with the
reverse gear dog teeth
•The power is transferred from the input shaft, through the
countershaft, through the reverse idler gear, and up to the
reverse gear
•The reverse gear drives the output shaft in reverse
GEAR RATIO FINAL

•1st 2.66:1 9.10:1

•2nd 1.78:1 6.10:1
•3rd 1.30:1 4.45:1
•4th 1.00:1 3.42:1
•5th 0.74:1 2.53:1
 Transaxle

A manual trans-axle is almost identical to a

manual transmission except:
1. The differential is built into the housing
2. The input shaft incorporates gears 1,2,3 @4
2. The counter-shaft is now the output shaft
3. The gears are generally smaller and pressed fit to
facilitate a smaller area.
Transaxle
 Transaxle
Input and output shafts
Transaxle
First Gear
Transaxle
Fourth Gear
Transaxle
Reverse
Transaxle Final Drive
Shifter Rails
Interlock System
Fork and Rail Assembly (internal)
 Fluids
… are used to
_?
_?

…check the manufacturers

specifications!