CHAPTER 5.
1 Transmissions and driveline
Reverse
3rd Input shaft
2nd
5th 4th 1st
Reverse idler gear
Final drive
gears
Intermediate
shaft
(layshaft)
Differential
Torque drive
path
Fig. 5.1-7 Schematic of a front-wheel-drive gearbox gear layout.
disengages the drive from the engine) is the synchro- In considering the function of a synchromesh, we need
mesh. This essentially allows the speed of the compo- to refer back to the section on manual gearboxes
nents to be matched before they are connected together above.
as the new gear is engaged. If you consider the earlier You may remember that, in this schematic, the drive
diagram of a transverse gearbox (Fig. 5.1-6), it can be goes via the layshaft, then the mainshaft gears and onto
seen that the synchromesh assemblies are on the in- the mainshaft. Remember, the mainshaft gears are not
termediate shaft. This is not a requirement, and they permanently attached to the mainshaft – you can see this
could easily be on the input shaft or split between in the diagram of a manual gearbox above. Looking at the
the two. Similarly, the synchromesh mechanisms can 1st and 2nd mainshaft gears for a moment, you can work
be on the layshaft or mainshaft in a three-shaft, rear- out that when you are in 1st gear, the 1st mainshaft gear
wheel-drive gearbox. is coupled to and driving the mainshaft. When in 2nd
A good starting point for synchromesh design is the gear, the 2nd mainshaft gear is doing the same job. If you
paper written by Socin and Walters (1968). This not think about it, you can work out that the mainshaft,
only explains the function of the synchromesh used in because it is connected to the wheels, carries on rotating
many gearboxes, but also follows the main calculations at more or less the same speed both before and after any
that may be required during the design of single-cone gearshift. Therefore, if the driver changes gear, say from
synchromesh. 1st to 2nd, the layshaft, input shaft and clutch have to
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Transmissions and driveline CHAPTER 5.1
Typical design features of a rear-
External gear-selection mechanism
wheel-drive car gearbox:
(i.e. gear lever) on rear wheel drive
Gear-selection mechanism located vehicles often directly located into
adjacent to synchro assemblies – the top of the gearbox
Input gear carries usually along top of gearbox
clutch and is located (omitted for clarity)
in the end of the
crankshaft
Output/mainshaft
with drive flange
Clutch housing
may be integral
with the gear
Layshaft extension–
case although
separate 5th and reverse gears
designs allow
gearbox to be
fitted to different
engines
Diagram illustrates a synchronized
Layshaft may be solid construction Gearcases often have centre bearing reverse gear – may also be engaged
or an assembly of several parts support plate although other designs by the idler gear sliding in/out of
have shafts supported only at the ends mesh (Reverse idler gear shown out
of position – engages with mainshaft)
Fig. 5.1-8 Cross section of a rear-wheel-drive manual gearbox.
Input shaft ‘Mainshaft’ or
output shaft
Layshaft
‘Constant’ gears
Fig. 5.1-9 Schematic of a gear train layout in a rear-wheel-drive gearbox.
4th gear – drive connected directly from
input pinion to output shaft – the ratio is
therefore 1 to 1 (written 1:1)
Note: the layshaft is still being driven but
takes no torque
1st, 2nd and 3rd gear – drive goes through
constant gears and layshaft and then
through gear pairs to the mainshaft
1st
2nd
3rd
Fig. 5.1-10 Diagrams to illustrate different gears selected in a simplified gearbox.
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