Explanation
Early transmissions included the right-angle drives and other gearing in windmills, horse-powered devices, and steam engines, in support of pumping, milling, and hoisting.
Most modern gearboxes either reduce an unsuitable high speed and low torque of the prime mover output shaft to a more stable lower speed with higher torque, or do the opposite and provide a mechanical advantage (i.e increase in torque) to allow higher forces to be generated. Some of the simplest gearboxes merely change the physical direction in which power is transmitted.
Many typical automobile transmissions include the ability to select one of several different gear ratios. In this case, most of the gear ratios (simply called "gears") are used to slow down the output speed of the engine and increase torque. However, the highest gears may be "overdrive" types that increase the output speed.
[edit] Uses
Gearboxes have found use in a wide variety of different—often stationary—applications.
Transmissions are also used in agricultural, industrial, construction, mining and automotive equipment. In addition to ordinary transmission equipped with gears, such equipment makes extensive use of the hydrostatic drive and electrical adjustable-speed drives.
[edit] Simple
The simplest transmissions, often called gearboxes to reflect their simplicity (although complex systems are also called gearboxes in the vernacular), provide gear reduction (or, more rarely, an increase in speed), sometimes in conjunction with a right-angle change in direction of the shaft (typically in helicopters, see picture). These are often used on PTO-powered agricultural equipment, since the axial PTO shaft is at odds with the usual need for the driven shaft, which is either vertical (as with rotary mowers), or horizontally extending from one side of the implement to another (as with manure spreaders, flail mowers, and forage wagons). More complex equipment, such as silage choppers and snowblowers, have drives with outputs in more than one direction.
Regardless of where they are used, these simple transmissions all share an important feature: the gear ratio cannot be changed during use. It is fixed at the time the transmission is constructed.
For transmission types that overcome this issue, please see Continuously Variable Transmission, also known as CVT.
[edit] Multi-ratio systems
Many applications require the availability of multiple gear ratios. Often, this is to ease the starting and stopping of a mechanical system, though another important need is that of maintaining good fuel economy.
[edit] Automotive basics
The need for a transmission in an automobile is a consequence of the characteristics of the internal combustion engine. Engines typically operate over a range of 600 to about 7000 revolutions per minute (though this varies, and is typically less for diesel engines), while the car's wheels rotate between 0 rpm and around 1800 rpm.
Furthermore, the engine provides its highest torque outputs approximately in the middle of its range, while often the greatest torque is required when the vehicle is moving from rest or traveling slowly. Therefore, a system that transforms the engine's output so that it can supply high torque at low speeds, but also operate at highway speeds with the motor still operating within its limits, is required. Transmissions perform this transformation.
Most transmissions and gears used in automotive and truck applications are contained in a cast iron case, though sometimes aluminium is used for lower weight. There are three shafts: a mainshaft, a countershaft, and an idler shaft.
The mainshaft extends outside the case in both directions: the input shaft towards the engine, and the output shaft towards the rear axle (on rear wheel drive cars- front wheel drives generally have the engine and transmission mounted transversely, the differential being part of the transmission assembly.) The shaft is suspended by the main bearings, and is split towards the input end. At the point of the split, a pilot bearing holds the shafts together. The gears and clutches ride on the mainshaft, the gears being free to turn relative to the mainshaft except when engaged by the clutches.
Types of automobile transmissions include manual, automatic or semi-automatic transmission.
[edit] Manual
Manual transmission come in two basic types:
- a simple but rugged sliding-mesh or unsynchronized / non-synchronous system, where straight-cut spur gear sets are spinning freely, and must be synchronized by the operator matching engine revs to road speed, to avoid noisy and damaging "gear clash",
- and the now common constant-mesh gearboxes which can include non-synchronised, or synchronized / synchromesh systems, where diagonal cut helical (and sometimes double-helical) gear sets are constantly "meshed" together, and a dog clutch is used for changing gears. On synchromesh boxes, friction cones or "synchro-rings" are used in addition to the dog clutch.
The former type is commonly found in many forms of racing cars, older heavy-duty trucks, and some agricultural equipment.
Manual transmissions dominate the car market outside of North America. They are cheaper, lighter, usually give better performance, and fuel efficiency (although the latest sophisticated automatic transmissions may yield results slightly better than the ones yielded by manual transmissions). It is customary for new drivers to learn, and be tested, on a car with a manual gear change. In Malaysia, Denmark and Poland all cars used for testing (and because of that, virtually all those used for instruction as well) have a manual transmission. In Japan, the Philippines, Germany, Israel, the Netherlands, New Zealand, Austria, the UK [1][2], Ireland[2], Sweden, France, Switzerland, Australia, Finland and Lithuania , a test pass using an automatic car does not entitle the driver to use a manual car on the public road; a test with a manual car is required.[citation needed] Manual transmissions are much more common than automatic transmissions in Asia, Africa, South America and Europe.
[edit] Non-synchronous
There are commercial applications engineered with designs taking into account that the gear shifting will be done by an experienced operator. They are a manual transmission, but are known as non-synchronized transmissions. Dependent on country of operation, many local, regional, and national laws govern the operation of these types of vehicles (see Commercial Driver's License). This class may include commercial, military, agricultural, or engineering vehicles. Some of these may use combinations of types for multi-purpose functions. An example would be a PTO, or power-take-off gear. The non-synchronous transmission type requires an understanding of gear range, torque, engine power, and multi-functional clutch and shifter functions. Also see Double-clutching, and Clutch-brake sections of the main article at non-synchronous transmissions.
[edit] Automatic
Most modern North American, and many larger, high specification German cars have an automatic transmission that will select an appropriate gear ratio without any operator intervention. They primarily use hydraulics to select gears, depending on pressure exerted by fluid within the transmission assembly. Rather than using a clutch to engage the transmission, a fluid flywheel, or torque converter is placed in between the engine and transmission. It is possible for the driver to control the number of gears in use or select reverse, though precise control of which gear is in use may or may not be possible.
Automatic transmissions are easy to use. In the past, automatic transmissions of this type have had a number of problems; they were complex and expensive, sometimes had reliability problems (which sometimes caused more expenses in repair), have often been less fuel-efficient than their manual counterparts (due to "slippage" in the torque converter), and their shift time was slower than a manual making them uncompetitive for racing. With the advancement of modern automatic transmissions this has changed.[citation needed]
Since their inception, automatic transmissions have been very popular in the United States, and some vehicles are not available with manual gearboxes anymore. In Europe automatic transmissions are gaining popularity as well.[citation needed]
Attempts to improve the fuel efficiency of automatic transmissions include the use of torque converters which lock up beyond a certain speed, or in the higher gear ratios, eliminating power loss, and overdrive gears which automatically actuate above certain speeds; in older transmissions both technologies could sometimes become intrusive, when conditions are such that they repeatedly cut in and out as speed and such load factors as grade or wind vary slightly. Current computerized transmissions possess very complex programming to both maximize fuel efficiency and eliminate any intrusiveness.[citation needed]
For certain applications, the slippage inherent in automatic transmissions can be advantageous; for instance, in drag racing, the automatic transmission allows the car to be stopped with the engine at a high rpm (the "stall speed") to allow for a very quick launch when the brakes are released; in fact, a common modification is to increase the stall speed of the transmission. This is even more advantageous for turbocharged engines, where the turbocharger needs to be kept spinning at high rpm by a large flow of exhaust in order to keep the boost pressure up and eliminate the turbo lag that occurs when the engine is idling and the throttle is suddenly opened.
[edit] Semi-automatic
The creation of computer control also allowed for a sort of cross-breed transmission where the car handles manipulation of the clutch automatically, but the driver can still select the gear manually if desired. This is sometimes called a "clutchless manual," "dual-clutch," or "automated manual" transmission. Many of these transmissions allow the driver to give full control to the computer. They are generally designed using manual transmission "internals", and when used in passenger cars, have synchromesh operated helical constant mesh gear sets.
Specific type of this transmission includes: Easytronic, Geartronic, and Direct-Shift Gearbox.
There are also sequential transmissions which use the rotation of a drum to switch gears. [1]
[edit] Bicycle gearing
Bicycles usually have a system for selecting different gear ratios. There are two main types: derailleur gears and hub gears. The derailleur type is the most common, and the most visible, using sprocket gears. Typically there are several gears available on the rear sprocket assembly, attached to the rear wheel. A few more sprockets are usually added to the front assembly as well. Multiplying the number of sprocket gears in front by the number to the rear gives the number of gear ratios, often called "speeds".
Hub gears use epicyclic gearing and are enclosed within the axle of the rear wheel. Because of the small space, they typically offer fewer different speeds, although at least one has reached 14 gear ratios.[3]
Usual jamming includes: worn teeth, damages caused by a faulty chain, damage due to thermal dilatation, broken teeth due to excessive use of power when pedalling and lubrication flaw caused by negligency.