International Journal of Scientific and Research Publications, Volume 9, Issue 7, July 2019 377
ISSN 2250-3153
Study and Analysis of Manual Gear Transmission System
for Automobile
Ye Myint* Zaw Maw Oo** Myint Myint Thein***
Department of Mechanical Engineering Department of Mechanical Engineering Department of Mechanical Engineering
Technological University (MawlaMyine) Technological University (Meiktila) Technological University (Meiktila)
DOI: 10.29322/IJSRP.9.07.2019.p9150
http://dx.doi.org/10.29322/IJSRP.9.07.2019.p9150
Abstract
This paper is studied about the five speed manual gear
transmission system for Ford Ranger automobile. Power
transmission system for automobile is composing with
transmission gear box, universal joint, propeller shaft, final drive
and drive axle. The transmission consists of a train of gears with
different sizes. The main aim of this study is about the
investigation of how the five speed manual gear transmission
influence on the vehicle’s performance. The purpose of this
investigation is for the driver’s safety and comfort by ensuring
good vehicle drive ability. This study is including the gear
transmission, torque, wheel torque, tractive effort and vehicle
speed.
Index term: manual gear transmission, torque, tractive effort,
vehicle speed
I. INTRODUCTION
Power transmission system is the next and final stage of Figure 1 ‘H’ Pattern Gear Transmission
the engine generated power before it hits the wheels. The whole
system is responsible to couple engine and wheels, driving and II.MANUAL TRANSMISSION POWER FLOW
adapting the output shaft rotation to a desired speed, torque ratio,
a wider range of speed and better as the engine has its own RPM The following sections describe the path of power
limit and maximum performance value. Power Transmission through a typical five-speed transmission. Multiple gear sets
Systems are divided in three major blocks. They are: clutch, within the transmission provide gear ratios to best utilize the
gearbox (Transmission) and differential. Each of them has a engine's torque. A gear ratio of about 4:1 in first gear provides
specific role transmitting power from the engine to the wheels high torque to begin moving the vehicle. In contrast, a higher
ensuring correct rotation speed and torque. There are four big gear ratio of about 1:1 reduces engine speed at higher vehicle
types of transmission. They are manual gear box, dual-clutch speeds when less torque is required to maintain momentum [2].
transmission (DCT), continuous variable transmission (CVT) and
automatic transmission. A. First Gear
The manual transmission or manual gearbox contains gearing First gear power flow is illustrated in Figure 2.
arrangement to get different speeds. Gears are used to get more Power or torque flows through the input shaft and clutch gear
than one speed ratios. When both mating gears have same to the countergear.
numberof teeth, bothwill rotate at same number of speed. In a
typical car, there may be six gear including one reverse gear.
Higher gears give progressively increasing speeds. Gears are
engaged and disengaged by a shift lever. Manual transmission in
cars is usually controlled by an “H” pattern lever. Figure 1 shows
the "H" pattern allows to move the shift rod between the control
rods for the three forks and move the rods back and forth.
Figure 2. Power Flow in First Gear
http://dx.doi.org/10.29322/IJSRP.9.07.2019.p9150 www.ijsrp.org
International Journal of Scientific and Research Publications, Volume 9, Issue 7, July 2019 378
ISSN 2250-3153
The countergear rotates. The first gear on the cluster
drives the first speed gear on the main shaft. When the driver D.Fourth Gear
selects first gear, the first/second synchronizer moves to the rear
to engage the first speed gear and lock it to the main shaft. The In fourth gear, the third/fourth synchronizer is moved
first speed gear drives the main (output) shaft, which transfers to lock the clutch gear on the input shaft to the main shaft. This
power to the driveline. means power flow is directly from the input shaft to the main
shaft (output shaft) at a gear ratio of 1:1 Figure 5. This ratio
B. Second Gear results in maximum speed output and no torque multiplication.
Fourth gear has no torque multiplication because it is
When the shift from first to second gear is made, the used at cruising speeds to promote maximum fuel economy.
shift fork disengages the first/second synchronizer from the first The vehicle is normally downshifted to lower gears to take
speed gear and moves it until it locks the second speed gear to advantage of torque multiplication and acceleration when
the main shaft. Power flow is still through the input shaft and passing slower vehicles or climbing grades.
clutch gear to the countergear. However, now the second
countergear on the cluster transfers power to the second speed
gear locked on the main shaft. Power flows from the second
speed gear through the synchronizer to the main shaft (output
shaft) and driveline Figure 3.
In second gear, the need for vehicle speed and acceleration
is greater than the need for maximum torque multiplication. To
meet these needs, the second speed gear on the main shaft is
designed slightly smaller than the first speed gear.
Figure 5. Power Flow in Fourth Gear
E.Fifth Gear
When fifth gear is selected, the fifth gear synchronizer
engages fifth gear to the main shaft Figure 6. This causes a
large gear on the countershaft to drive smaller gear on the
main shaft, which results in an overdrive condition. Overdrive
Figure 3. Power Flow in Second Gear
permits an engine speed reduction at higher vehicle speeds
C.Third Gear
When the shift from second to third gear is made, the shift
fork returns the first/second synchronizer to its neutral position.
A second shift fork slides the third/ fourth synchronizer until it
locks the third speed gear to the main shaft. Power flow now
goes through the third gear of the countergear to the third speed
gear, through the synchronizer to the main shaft, and driveline
Figure 4. Third gear permits a further decrease in torque and
increase in speed.
Third gear Figure 6. Power Flow in Fifth Gear
F.Reverse Gear
In reverse gear, it is necessary to reverse the direction of the
main shaft or output shaft. This is done by introducing a reverse
idler gear into the power flow path. The idler gear is located
between the countershaft reverse gear and the reverse speed gear
on the main shaft. The idler assembly is made of a short drive
shaft independently mounted in the transmission case parallel to
Figure 4. Power Flow in Third Gear the countershaft. The idler gear may be mounted near the
http://dx.doi.org/10.29322/IJSRP.9.07.2019.p9150 www.ijsrp.org
International Journal of Scientific and Research Publications, Volume 9, Issue 7, July 2019 379
ISSN 2250-3153
midpoint of the shaft. The reverse speed gear is actually the IV.RESULT DATA FOR FIVE SPEED MANUAL
externaltooth sleeve of the first/second synchronizer. TRANSMISSION
Height of tyre = 0.7×235
= 164.5 mm
Radius of rim = 0.5×17×254
= 215.9 mm
Outer radius, r = 164.5+215.9
= 380.4 mm
Loaded radius of tyre, rd = 0.96 x r
= 365.184 mm = 0.365 m
Rolling circumference = 2 x π x 0.96 x r
= 2 x π x 0.96 x 0.3804 = 2.3 m
The rear wheels drive in a version of the F-150 manual
transmission. This was used in the Ford Ranger and number of
other vehicles in both two-wheel-drive and four-wheel-drive
versions. The following Table 2, shows number of teeth for each
Figure 7. Power Flow in Reverse Gear gear. Calculation gear ratio for compound gear train of each gear
set,
When reverse gear is selected, both synchronizers are disengaged
and in the neutral position. In the transmission shown in Figure
7, the shifting linkage moves the reverse idler gear into mesh
with the first/second synchronizer sleeve. Power flows
through the input shaft and clutch gear to the countershaft. From
the countershaft, it passes to the reverse idler gear, where it
changes rotational direction. It then passes to the first/second
synchronizer sleeve. Rotational direction is again reversed. From
the sleeve, power passes to the main shaft and driveline.
Not all transmissions use speed and idler gears for
reverse. For example, reverse gears in most Ford transmissions
are helical gears that are in constant mesh with the first gear.
Table: 2. In (MT) Number of Teeth for Each Gear
III.DESIGN SPECIFICATION OF FIVE SPEED MANUAL Ge 1 2 3 4 5 6 7 8 9 10
TRANSMISSION
ar
The following specifications are rear wheel drive Ford Ranger F-
150 five speed (MT). Z 16 27 39 52 12 16 18 17 13 15
Table 1: Specifications of Vehicles Engine and Transmission.
Model Ford Ranger
Engine Gasoling
Transmission and Final Drive Gear Ratio
Gears For Direct gear
i1 4:1 16 teeth on the input shaft is divided by 16 on the
i2 2.29:1 counter shaft constant gear (driven gear). Ratio 1:1, counter gear
i3 1.5:1 rotates at the same of the input shaft. In direct gear is input
i4 1:1 speed and torque are at the same of the output speed and
i5 0.8:1 torque, can be calculated gear ratio by Equation.
i0 3.55:1 N1 Z6
Reverse Gears 3.43:1 i4 = =
Overall Gear Ratio 14.2:1 N 6 Z1
16
Pmax = 153 kW =1
Nmax = 4750 r.p.m 16
Tmax = 353 Nm T 6 = 353 Nm
Nmax = 3000 r.p.m For third gear ratio,
Tyre size P235/70/R/17
Width of Tyre = 235 mm
http://dx.doi.org/10.29322/IJSRP.9.07.2019.p9150 www.ijsrp.org
International Journal of Scientific and Research Publications, Volume 9, Issue 7, July 2019 380
ISSN 2250-3153
N 7 3000 Table 4.Result Table for Five Speed Manual Transmission
i3 = = Output Torque and Speed
N2 N2 Transmissio Transmissi
N 2 = 2000 rpm Engine Engine n Output on Output
T 2 = 529.5 Nm Torque, Speed, Torque, Speed,
Gear Ratio
Tin Nin Tout (Nm) Nout
For second gear ratio,
(Nm) (r.p.m) (r.p.m)
N 8 3000
i2 = = i1 353 3000 4 1412 750
N3 N3 i2 353 3000 2.29 808.37 1310
N 3 = 1310 rpm i3 353 3000 1.5 529.5 2000
T 3 = 808.37 Nm i4 353 3000 1 353 3000
i5 353 3000 0.8 282.4 3750
For first gear ratio, ir 353 3000 3.43 1210.79 875
N10 3000
i5 = =
N5 N5
N 5 = 3750 rpm Table 6 Results for Five Speed Manual Transmission Tractive
Effort and Vehicle Speed
T 4 = 282.4 Nm
Gear Ratio Rotational Torque Tractive Vehicle
For reverse gear ratio, Speed of on Effort Speed
N in 3000 Driven Driven
ir = = Wheel Wheel
N out N5
i1 4 211.27 4260.71 11673 8.08
N out = 875 rpm
i2 2.29 369.08 2439.26 6683 14.11
T out = 1210.79 Nm
Calculation of Power Transmitted by Torque i3 1.5 563.38 1597.77 4120 21.53
2π × 3000 i4 1 485.07 1127 2918 32.3
P=Tω = 353 × = 110 kW
60 i5 0.8 1056.34 852 2335 40.38
Calculation of Efficiency ir 3.43 246.38 3653.56 10010 9.42
N out Tout
η=
N in Tin Table 7 Results for Gear Changing Upshift and Downshift
Gear Ratio Rotational speed of Vehicle speed
Calculation of Torque on Driven Wheel (T w )
Driven Wheel
T w = i g i o ηTp
i1 4 8.08
i2 2.29 1717.52 14.11
Table 3. Results for Five Speed Manual Transmission Gear Ratio
i3 1.5 1965.08 21.53
Gear Gear Train of Formula Ratio i4 1 2000 32.3
Number i5 0.8 2400 40.38
i1 1, 6, 4, 9 z6 z4 4:1
×
z1 z9
i2 1, 6, 3, 8 z6 z3 2.29:1
×
z1 z 8
i3 1, 6, 2, 7 z6 z2 1.5:1
×
z1 z 7
i4 1 lock with 2 None 1:1
i5 1, 6, 5, 10 z 6 z10 0.8:1
×
z1 z 5
ir z 6 15 48 -3.43:1
× ×
z1 14 15
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International Journal of Scientific and Research Publications, Volume 9, Issue 7, July 2019 381
ISSN 2250-3153
V.CONCLUSION REFERENCES
In the design of manual gear box for power transmission system [1] Khurmi, R.S., and Gupta, J.K, “ A Textbook of Machine Design ”, Second
of Ford Ranger engine, transmission gear ratio, vehicle speed and Edition, Eurasia Publishing House (PVT) Ltd, Ram Nagar, New
rotational speed for each of gear shifting are considered. More Delih110055, 2005.
gear ratios are required as the range of required speed and torque [2] Robert L. Mott, P.E, “ Machine Elements in Mechanical Design ”, Fourth
Edition, University of Dayton, (2004).
from low to high increased. Helical gear is used more widely as
[3] Alec, S. 1992. “ Manual Gearbox Design ”, Society of Automotive
they run more silently than spur gear. In reverse gear of Engineers, Butterworth, Heinemann.
transmission gear box in F-150 engine, spur gear drive is used [4] Schaum, Schaum’s Outline Series of Theory and Problem of Mechine
because it needed to transmit the maximum torque. Design, SI (Metic) Edition, International Edition, (1982).
After knowing the gear ratio of the gear box, the number of teeth [5] Kohara Gear Industry Co., Ltd., Types of Gears, 2015, https://
of gears are specified. And then, calculation of vehicle speed and www.khkgears.net/new/gear knowledge/gearstypesterminology.html.
transmission torque and gear ratio are carried out. Based on the [6] Wikitpedia Foundation, Manual Transmission, October 2010, http://
www.en.wikimedia.org/wiki/manual transmission.
result of design calculation, fifth gear (over drive gear) is the
maximum speed 40.38 m/s and the minimum torque is 852 Nm.
The first gear (lower gear) is the minimum speed about 8.08 m/s
and the maximum torque is 4260.71 Nm. According to the result, AUTHORS
the vehicle speed and torque reversely proportional. The tractive First Author – Ye Myint, ME(Mechanical), Technological
effort is also considered for each gear shift. The tractive force is University (Mawlamyine),yemyint5@gmail.com
the highest at first gear and the smallest at fifth gear. Second Author – Zaw Maw Oo, ME(Mechanical),
Technological University (Meiktila), zawmawoo11@gmail.com.
Third Author – Myint Myint Thein, ME(Mechanical),
ACKNOWLEDGMENT Technological University ( Meiktila).
We would like to sincerely acknowledge the encourageous
efforts of our department of mechanical engineering, Correspondence Author – Zaw Maw Oo,
Technological University (Mawlamyine). I wish to express my zawmawoo11@gmail.com.
sincere thanks to all my friends for their goodwill and
constructive ideas.
http://dx.doi.org/10.29322/IJSRP.9.07.2019.p9150 www.ijsrp.org
