Class 9 (Transmission systems-Gear Box)

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Requirement for a transmission system

Engine Performance Some fundamentals
The power developed in an engine

Volumetric Efficiency =

Brake Mean effective pressure (BMEP): The average pressure acted on the piston during expansion stroke , which would produce the shaft work (piston work-frictional losses)
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Engine Performance Some fundamentals

Indicated power (IP):

IP =

where pi is the indicated mean effective pressure (IMEP) Brake power: (BP)
BP = where pb is the brake mean effective pressure (BMEP) We have =
. 2 .... 4 60

. 2 .... 4 60

If mean effective pressure and remain constant when speed increases, then both IP and BP increase indefinitely as shown in the graph
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Engine Performance Some fundamentals

Limiting factors Mean effective pressure depends on compression ratio and the volumetric efficiency When speed increases, volumetric efficiency decreases sharply due to flow chocking, inertia effects, charge heating in the manifolds (IMEP decreases) Mechanical efficiency is also not constant as when speed increases, frictional losses increase (Both IMEP and BMEP Decreases)

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Ideal Engine

Actual Engine

Engine Performance Some fundamentals - Torque

Torque is a twisting force

When engine rotates torque is available at the crank shaft

Engines typically operate over a range of 600 to about 7000 RPM Engine provides its highest torque and power outputs unevenly across the revolution range Torque curve of an engine: It is a curve showing the variation of torque at the crankshaft for various crank shaft

rotation speeds
Torque curve has the same shape as the BMEP curve
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Torque Curve

When BMEP and efficiency increase, BP

increases
When BMEP falls at the same rate of speed

increase, BP remains constant

When BMEP and efficiency falls rapidly, even though speed increases, power

decreases
Torque behaves same as BMEP
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Need of a gear box

Power of engine and speed can be adjusted with throttle control

But at high speeds, torque will be less depending on torque curve of the engine
Torque required by the wheel varies with conditions (up the hill, down the hill, level surface, starting, accelerating, etc.) Engine speed and power output must be adjusted to get required torque at the wheels Required torque can be determined and adjusted through a gear box Tractive effort (TE); the force required to drive the wheel
TE is equal to total opposing force : vehicle moves at constant speed

TE is less than total opposing force : vehicle will decelerate

TE is greater than total opposing force: vehicle will accelerate
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Total opposing forces-components

1. 2. Aerodynamic force resistance by the air, depends on shape and speed Gradient resistance a force greater than H must be applied to the wheels at their contact to move the car upward depends only on slope- not speed of the car if it is constant up or down the slope Rolling resistance: frictional resistance at the wheels of the vehicle and the transmission system - not significantly affected by the speed

3.

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Total opposing forces

The total resistance : aerodynamic drag + rolling resistance + gradient resistance
Rolling resistance and gradient resistance are independent of vehicle speed OS is the speed of car in km/h, then SP is the total drag SR Rolling resistance (constant w.r.t speed) RQ gradient resistance (constant.w.r.t speed) QP aerodynamic drag (depends on speed) The total resistance varies with road conditions (A- level road, B- steep road, C-steeper road)

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Law of Gears
The gear ratio: ratio of no. of teeth in driven gear (receives torque) to no. of teeth in driving gear (gives torque)
Force on driver: Force on driven: d is proportional to N
where N is no. of teeth

Hence,

Or Torque ratio is proportional to Teeth ratio/gear ratio

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Tractive Effort
The engine turns the clutch with torque Te
Te Ne = Tp Np Where Ne is the speed of the engine/clutch shaft, Np is the speed of propeller

shaft and Tp is the torque on the propeller shaft If propeller rotates at 1/ n speed of the clutch shaft (because of gear
reduction in the gearbox), then, Propeller shaft torque Tp = n Te where n is the gear ratio (driven to driver) The propeller shaft drives the wheel through final drive (differential), where

another gear reduction occurs

If m is the final drive gear ration, the torque transmitted to the wheels
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Tw = m n Te

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Tractive Effort

Tractive effort is the force required to drive the wheel The wheel in the figure is in equilibrium Because of Tw, the force on the axle is P1 which tends to move the wheel forward P2 is the reaction force of P1, P3 is the opposing force on the point of contact as the wheel is in equilibrium P2 and P3 form a couple turning the wheel backward. Tw > this couple strength, to keep the wheel in equilibrium (constant speed) or accelerate

P1

P3 P2
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Tractive Effort

The strength of the couple is P3 x R where R is the radius of the wheel

For equilibrium,

Tw = P3 R, P3

i.e,

m n Te = P3 R

Tractive effort,

m n Te

For any particular gear,

mn is a constant K

Hence the tractive effort (TE) is proportional to the torque produced by the engine
P3 = K x T, where K depends on the wheel radius gear ratio for a particular gear and the final drive (differential) gear ratio

Variation of TE with speed Wheel speed = Engine speed/(n x m) and TE = Engine torque x (m x n/R)
Hence for various gear ratios n, we get various TE curve depending on the torque curve of the engine 5/7/2012
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Tractive effort Vs Wheel Speed

TE is proportional to Engine Torque (for a particular gear) Wheel speed is proportional to Engine speed (for any particular gear) Engine Torque is dependent on Engine speed through torque curve So, TE is proportional to the wheel speed through the torque curve of the engine

For a particular gear we get a particular TE curve

Shape of the TE curve will be the same If the gear is changed to a higher gear, the TE curve also changes ( via the engine torque curve)
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Performance Curves
A to F curves are the resistance curves ( A - the level surface, F steepest road) RS, TU VW are curves for tractive effort (higher gears to lower gears)

Say vehicle speed is OX, resistance to overcome is XV for path A (level surface)
Available TE, is XZ, so vehicle will accelerate The speed can be increased to OM

If path is D, then the speed OX is not

possible. Then the maximum speed is OP

If the path is E, then the gear RS cannot give the required TE. Gear should be shifted to TU

Also if the gradient is again increasing, and

if F is the gradient now, then gear should be
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to VW to overcome the slope

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Summary
For maximum speed on the level and to be able to climb medium gradients - at least two gear ratio required

For reasonably high speeds in medium gradients and yet be able to climb steep gradients, we need a third gear ratio, and a fourth or fifth ratio may be desirable In other words, at level surface, for getting maximum velocity, power is required at the wheel, torque and tractive efforts are not important
But to overcome gradients and inertia, TE and hence torque are important. Hence we need a gear reductions and a gear box To take up the highly varying road conditions hence we need various gear ratios
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