CHAPTER 5.
1 Transmissions and driveline
1st gear
2nd gear
1st gear – 31 teeth
2nd mainshaft
gear – 27 teeth
Mainshaft – 1000 rpm
Layshaft – 1st gear – 2214
rpm/2nd gear 1420 rpm
2nd layshaft
gear – 19 teeth 1st – 14 teeth
Fig. 5.1-11 Diagram to show the gears involved and ratio implications of a gearchanging between 1st and 2nd gear.
slow down so that the 2nd mainshaft gear can go at the effectively a cone brake device, and the action of the
same speed as the mainshaft. (See Fig. 5.1-11.) driver in applying force to the sleeve allows the two
It is this speeding up and slowing down of the input sides of the assembly to tend towards the same speed.
side of the gearbox that the synchromesh does. The work In the first part of the synchronizing process, the sleeve
done by the synchromesh assembly is to change the applies a load onto the baulk ring, which is rotating at
speed of the inertia on the layshaft and input shaft, which a different speed to the cone onto which it is pushed.
includes the clutch driven plate. The large majority of the The friction that is created by this causes the speed of
inertia is found in the clutch plate. the two parts to become the same. At this point,
The diagram below (Fig. 5.1-12) is a cross section of the sleeve is able to move past the baulk ring and
single- and triple-cone synchromesh. Synchromesh is engage with the gear, and the gearshift is complete.
Baulk ring
Synchro sleeve – moved by
gear change mechanism
Dog teeth on gear – sleeve
engages to couple shaft to
gear Inner and middle
synchro cones
Single-cone Triple-cone
synchromesh synchromesh
Fig. 5.1-12 Cross section of a synchromesh.
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Transmissions and driveline CHAPTER 5.1
The detail of this process is covered in the paper re- 5th gear:
ferred to above.
Fifth gear on the LT77 is an ‘overdrive’ gear. This means
that the output shaft of the gearbox rotates faster than
[Link] Gear ratios – how they the input. The numbers work out as:
are achieved 37 teeth on layshaft/19 teeth on the mainshaft gear
Ratio – 1.947, i.e. mainshaft rotates at 1.947 times
Section 5.1.2 discussed why different ratios were needed quicker than the layshaft
and how they were selected. Given the overall design Combining the ratios gives 0.666 1.947 ¼ 1.297,
package of a transmission, the next task is to design the i.e. mainshaft/output shaft rotates at 1.297 times the
gear pairs within the casing to achieve the required ratios input speed
between the input and output shaft. The inverse of this is again normally quoted, so you
As an illustration of how the ratios in a gearbox are would see 5th gear quoted as being 1/1.297, which is
achieved, included below are the gear tooth numbers 0.771
used in a version of the Land Rover LT77 manual gear-
box. This was used in the Land Rover, Range Rover
Classic and a number of other vehicles in both two- and
[Link] The clutch
four-wheel-drive versions. In vehicles there is a requirement for a device to provide
The constant gears: a coupling from the engine crankshaft to the trans-
mission. This allows the engine to be started and run
22 teeth on the input shaft/33 on the layshaft ‘con- without the vehicle moving and the vehicle to be started
stant’ gear (driven gear) from rest under control at various rates of acceleration. In
Ratio – 0.666, i.e. layshaft rotates at 0.666 of the manual gearboxes, the drive from the engine also has to
speed of the input shaft (slower) be disconnected during gear changes.
3rd gear: Clutches are associated with manual gearboxes and are
normally operated by the driver. Recent developments in
29 teeth on layshaft/27 teeth on the mainshaft gear both the passenger car and commercial truck market have
Ratio – 1.074, i.e. mainshaft rotates at 1.074 of the meant that an increasing number of vehicles are auto-
speed of the layshaft (quicker) mating the function of the clutch. The vast majority,
Combining the ratios gives 0.666 1.074 ¼ 0.715, however, remains controlled mechanically by the driver.
i.e. mainshaft/output shaft rotates at 0.715 of the The spring pressure clamps the pressure plate onto
input speed (slower) the driven plate and the flywheel; with the assembly like
The inverse of this is normally quoted to cause a bit this, the drive is passed from the engine to transmission
of confusion! So you would see 3rd gear quoted as (see Fig. 5.1-13). When the driver depresses the clutch
being 1/0.715, which is 1.397 pedal, the movement is passed to the release bearing by
either hydraulics or cable and the release bearing then
2nd gear:
pushes or pulls the diaphragm spring (depending on
19 teeth on layshaft/27 teeth on the mainshaft gear whether the clutch is a ‘push’ or ‘pull’ design), see
Ratio – 0.704, (slower) Fig. 5.1-14. The outer part of the release bearing is held
Combining the ratios gives 0.666 0.704 ¼ 0.469, (by the release lever) so it does not rotate, and the inner
i.e. mainshaft/output shaft rotates at 0.469 of the
input speed (slower) Pressure plate – rotates with
flywheel and clutch cover and
As with 3rd, by convention this is quoted as 2.132 – Engine clamps driven plate to flywheel
(1/0.469) flywheel
Conical diaphragm spring –
1st gear: provides clamp force
14 teeth on layshaft/31 teeth on the mainshaft gear
Gearbox input shaft
Ratio – 0.452, i.e. mainshaft rotates at 0.452 of the
speed of the layshaft (slower) Clutch driven plate –
splined onto input shaft
Combining the ratios gives 0.666 0.452 ¼ 0.301,
i.e. mainshaft/output shaft rotates at 0.301 of the Friction surfaces
Clutch cover rotates
input speed (slower) with flywheel
As with 2nd and 3rd by convention this is quoted as
3.322 – (1/0.301) Fig. 5.1-13 Diagram of a conventional single-plate clutch.
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