A

Minor Project Report

On
“OVERDRIVE MECHANISM”

Submitted to

Rajasthan Technical University, Kota

In Partial fulfillment for the award of the degree
Bachelor of Technology
In
Automobile Engineering

Session 2009-2010

SUBMITTED BY: GUIDED BY: SUBMITTED TO:

Devashish Mazumdar Mr. Arjun Yadav Mr. Arun Kumar Arya
Jasdeep Singh Sahota Mr. Mukesh Batra (Head of Department)
Gaurav Singh Panwar Automobile Engineering
Danish Ali

DEPARTMENT OF AUTOMOBILE ENGINEERING

ARYA COLLEGE OF ENGINEERING AND I.T.
SP-40/42, Kukas Industrial area (RIICO), Delhi Road, Kukas, Jaipur

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 ACKNOWLEDGEMENT

We feel great pleasure in expressing our esteemed regards to our teacher and
guide Mr. Arjun Yadav and Mr. Mukesh Batra for their skillful guidance and
unparallel supervision throughout the session. We have enormously benefited by
working under their guidance and will always be greatly indebted to them for their
perennial source of help. Everlasting inspirations and innumerable discussion as a
consequence of which present study reached fruition.

We would specially wish to thank Er. Arun Kumar Arya (H.O.D., Automobile
Engineering) for his kind help and valuable suggestions towards the successful
completion of the project.

We also thankful to all the faculty members of our department for their kind help
and encouragement throughout the tenure of our project.

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 PREFACE

Before completion of our project on “OVERDRIVE MECHANISM” we only had an

idea of ‘how it will work?’, but after completion of our project we understood all the
aspects of overdrive mechanism.

The project is the door which opens lots and lots of opportunities and pushes
ourselves to think as an engineer.

This report does discuss about the parts, mechanism, working and technologies which
are used in “OVERDRIVE MECHANISM”. It is much more fulfilling experience
than any report will be able to express

We thank everyone who has contributed to make this experience truly complete and
stimulating.

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 DEPARTMENT OF AUTOMOBILE ENGINEERING

Certificate

This is to certify that the Minor project entitled “OVERDRIVE MECHANISM”

has been submitted to Rajasthan Technical University, Kota by the below mentioned
students in partial fulfillment for the award of degree, Bachelor of Technology in
Automobile engineering.

• Devashish Mazumdar. (06EARAE016)

• Jasdeep Singh Sahota. (06EARAE025)
• Gaurav Singh Panwar. (06EARAE019)
• Danish Ali . (06EARAE014)

Mr. Arun Kr. Arya Mr. Arjun Yadav Mr. Mukesh Batra
(HOD) (Guide) (Guide)

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 TABLE OF CONTENS

TOPIC PAGE NO.

(1) HISTORY OF OVERDRIVE MECHANISM 6

(2) INTRODUCTION 7

(3) OVERVIEW 8

(4) WORKING 9

(5) ADVANTAGES 16

(6) CONCLUSION 17

(7) BIBLIOGRAPHY 18

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 HISTORY OF OVERDRIVE MECHANISM

Early manual automotive transmissions were limited to three or sometimes four speeds, with only
the most sophisticated being five speeds. This left an unfulfilled need for a higher gear ratio for
highway cruising, which was filled by the addition of separate overdrive units (auxiliary or bolt-on),
in order to simulate an extra gear. Today however, automotive transmissions manufactured since
the 1980s tend to include overdrive within the transmission. In the aftermarket early non-overdrive
vehicles and 3/4 ton or heavier diesel trucks (where fuel economy and more gears are always in
demand) are the main use of bolt-on auxiliary overdrives.
The vast majority of overdrives in European cars were manufactured by an English company called
Laycock de Normanville (later GKN Laycock), at its Little London Road site in Sheffield, which is
now demolished and remanufactured in the UK by an ex-Laycock de Normanville employee trading
as Overdrive Spares. The system was devised by an Englishman, named Captain Edgar J de
Normanville (1884 - 1968)[1], through a chance meeting with a Laycock Products Engineer. De
Normanville overdrives were found in vehicles manufactured by Ford, British Leyland, Jaguar,
Rootes Group and Volvo to name but a few. Another British company, the former aircraft builder
Fairey, built a successful all-mechanical unit for the Land Rover, which is still in production in
America today.
The first production vehicle to feature the Laycock system was the 1948 Standard Vanguard
Saloon. The first unit to be created was the A-type overdrive, this was fitted to many sports cars
during the 1950s. Several famous marques used A-type overdrives, including Jaguar, Aston Martin,
Ferrari, Austin Healey, Jensen, Bristol, AC and Armstrong Siddeley. Later the A-type overdrive
was to be fitted to the entire range of TR cars.In 1959, the Laycock Engineering Company
introduced the D-type overdrive, which was fitted to a variety of motor cars including Volvo 120
and 1800s, Sunbeam Alpines and Rapiers, Triumph Spitfires, and also early 3-synchro MGBs.From
1967 the LH-type overdrive was introduced, and this featured in a variety of models, including 4-
synchro MGBs, the Ford Zephyr, early Reliant Scimitars, TVRs, and Gilberns.
In the days before automatic transmissions were common, especially in the 1950s, many rear-wheel
drive American cars were available with an overdrive option. Borg Warner provided the box that
was factory-installed between the transmission and a foreshortened driveshaft. Since the overdrive
function, if enabled, could be shifted by simply easing up on the accelerator without depressing the
clutch pedal, the action was much like a semi-automatic. Also, an electrically operated solenoid
would deactivate the unit via a switch under the accelerator pedal providing the equivalent of the
kickdown of the automatic. A knob connected to a bowden cable, similar to some emergency brake
applications, was also provided to lock out the unit mechanically.

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 INTRODUCTION

An overdrive is sometimes a separate unit that fits into the back of a gearboxt. A plate warns to only
engage the unit in third and fourth gears. Overdrive can refer to two different things. An overdrive
is a device which was commonly used in automobiles to allow the choice of an extra-high overall
gear ratio for high speed cruising, thus saving fuel, at the cost of less torque. Usually the final or top
gear is called overdrive. Non direct drive gears increase torque multiplication at the expense of
higher engine rpm and thus, decreased fuel economy.

It also refers to a combination of gearing inside a transmission or transaxle which results in the
output speed being greater than the input speed. In the latter case, "overdrive" does not refer to a
physically separate identifiable part/assembly. Generally speaking, overdrive (OD) is the highest
gear in the transmission. Overdrive allows the engine to operate at a lower rpm for a given road
speed. This allows the vehicle to achieve better fuel efficiency, and often quieter operation on the
highway. When it is switched on, an automatic transmission can shift into overdrive mode after a
certain speed is reached (usually 70+ km/h [43+ mph] depending on the load). When it is off, the
automatic transmission shifting is limited to the lower gears. For an automatic transmission, it is
almost always best to select overdrive and allow the transmission to control engagement of the
overdrive. (It may be necessary to switch it off if the vehicle is being operated in a mountainous
area or when towing a trailer). With a manual transmission, overdrive should usually be selected
when the average speed is above 70 km/h (approx. 43 mph).

The automatic transmission automatically shifts from OD to direct drive when more load is present.
When less load is present, it shifts back to OD. Under certain conditions, for example driving
uphill, or towing a trailer, the transmission may "hunt" between OD and the third gear, shifting back
and forth. In this case, switching it off can help the transmission to 'decide'. It may also be
advantageous to switch it off if engine braking is desired, for example when driving downhill. The
vehicle's owner's manual will often contain information and suitable procedures regarding such
situations, for each given vehicle.

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 OVERVIEW-OVERDRIVE MECHANISM

The overdrive consists of an electrically or hydraulically operated epicyclic gear train bolted behind
the transmission unit. It can either couple the input driveshaft directly to the output shaft (or
propeller shaft) (1:1), or increase the output speed so that it turns faster than the input shaft (1:1 +
n). Thus the output shaft may be "overdriven" relative to the input shaft. In newer transmissions, the
overdrive speed(s) are typically as a result of combinations of planetary/epicyclic gearsets which
are integrated in the transmission. In these cases, there is no separately identifiable "overdrive" unit.
A number of such transmissions and transaxles are manufactured by Aisin, for use in vehicles
produced by many different manufacturers. In older vehicles, it is sometimes actuated by a knob or
button, often incorporated into the gearshift knob, and does not require operation of the clutch.
Newer vehicles have electronic overdrive in which the computer automatically adjusts to the
conditions of power need and load.

Using overdrive gearing, the car's engine RPM drops, reducing engine wear and normally saving
fuel. Since 1981 U.S. CAFE (corporate average fuel economy) legislation virtually all domestic
vehicles have included overdrive to save fuel. One should refer to the car's owner's manual for the
proper speed to run at overdrive. All engines have a range of peak efficiency and it is possible for
the use of overdrive to keep the engine out of this range for all or part of the time of its use if used
at inappropriate speeds, thus cutting into any fuel savings from the lower engine speed. There is
some debate on the overall efficiency of overdrive gearing, as it requires more moving parts than
direct 1:1 drive, but most will agree that within the transmission, this effect is minimal. The other
difficulty can be in the drive shaft rotation speed. Given below are pictures of epicyclic gear trains.

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 WORKING OF OVERDRIVE SYSTEM

An overdrive mechanism is basically an epicyclic or in simpler words a planetary gear arrangement

which is used generally in high performance sports cars to increase their top speed. Planetary gear
arrangement used with various combination of locks can provide an increase in speed or increase in
torque ,in case of cars it is used for highway cruising and increasing top speed but in case of
tractors it is used for providing more toque where it is also known as reduction gear.

The working of an overdrive system is very simple ,it is placed right after the gear box and is
controlled by either an electrical device or hydraulic. When it is not in use the transmission is sent
straight away to the wheels from the gear box but when the overdrive is engaged the torque is
reduced and the speed gets increased. It can either couple the input driveshaft directly to the output
shaft (or propeller shaft) (1:1), or increase the output speed so that it turns faster than the input shaft
(1:1 + n). Thus the output shaft may be "overdriven" relative to the input shaft. In newer
transmissions, the overdrive speed(s) are typically as a result of combinations of planetary/epicyclic
gearsets which are integrated in the transmission. In these cases, there is no separately identifiable
"overdrive" unit.The main technology responsible for the success of overdrive mechanism is the
Epiclic Gear train ,which is illustrated below in detail.Any planetary or Epicyclic gearset has three
main components:
• The sun gear
• The planet gears and the planet gears' carrier
• The ring gear
Each of these three components can be the input, the output or can be held stationary. Choosing
which piece plays which role determines the gear ratio for the gearsetOne of the planetary gearsets
from our transmission has a ring gear with 72 teeth and a sun gear with 30 teeth. We can get lots of
different gear ratios out of this gearset.

Gear
Input Output Stationary Calculation
Ratio

Planet
A Sun (S) Ring (R) 1 + R/S 3.4:1
Carrier (C)

Planet
B Ring (R) Sun (S) 1 / (1 + S/R) 0.71:1
Carrier (C)

Planet Carrier
C Sun (S) Ring (R) -R/S -2.4:1
(C)

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Also, locking any two of the three components together will lock up the whole device at a 1:1 gear
reduction. Notice that the first gear ratio listed above is a reduction -- the output speed is slower
than the input speed. The second is an overdrive -- the output speed is faster than the input speed.
The last is a reduction again, but the output direction is reversed. There are several other ratios that
can be gotten out of this planetary gear set, but these are the ones that are relevant to our automatic
transmission.

Given below is a diagram of the parts of the overdrive mechanism

Epicyclic gearing is used here to increase output speed. The planet gear carrier (green) is driven by
an input torque. The sun gear (yellow) provides the output torque, while the ring gear (red) is fixed.
Note the red marks both before and after the input drive is rotated 45° clockwise.

Epicyclic gearing or planetary gearing is a gear system that consists of one or more outer gears, or
planet gears, revolving about a central, or sun gear. Typically, the planet gears are mounted on a
movable arm or carrier which itself may rotate relative to the sun gear. Epicyclic gearing systems
may also incorporate the use of an outer ring gear or annulus, which meshes with the planet gears.

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The carrier (green) is held stationary while the sun gear (yellow) is used as input. The planet gears
(blue) turn in a ratio determined by the number of teeth in each gear. Here, the ratio is -24/16, or
-3/2; each planet gear turns at 3/2 the rate of the sun gear, in the opposite direction.

In many epicyclic gearing systems, one of these three basic components is held stationary; one of
the two remaining components is an input, providing power to the system, while the last component
is an output, receiving power from the system. The ratio of input rotation to output rotation is
dependent upon the number of teeth in each gear, and upon which component is held stationary.

One situation is when the planetary carrier is held stationary, and the sun gear is used as input. In
this case, the planetary gears simply rotate about their own axes at a rate determined by the number
of teeth in each gear. If the sun gear has S teeth, and each planet gear has P teeth, then the ratio is
equal to -S/P. For instance, if the sun gear has 24 teeth, and each planet has 16 teeth, then the ratio
is -24/16, or -3/2; this means that one clockwise turn of the sun gear produces 1.5 counterclockwise
turns of the planet gears.

This rotation of the planet gears can in turn drive the annulus, in a corresponding ratio. If the
annulus has A teeth, then the annulus will rotate by P/A turns for each turn of the planet gears. For
instance, if the annulus has 64 teeth, and the planets 16, one clockwise turn of a planet gear results
in 16/64, or 1/4 clockwise turns of the annulus. Extending this case from the one above:

• One turn of the sun gear results in − S / P turns of the planets

• One turn of a planet gear results in P / A turns of the annulus

So, with the planetary carrier locked, one turn of the sun gear results in − S / A turns of the annulus.

The annulus may also be held fixed, with input provided to the planetary gear carrier; output
rotation is then produced from the sun gear. This configuration will produce an increase in gear
ratio, equal to 1+A/S.

These are all described by the equation:

(2 + n)ωa + nωs − 2(1 + n)ωc = 0

where n is the form factor of the planetary gear, defined by:

If the annulus is held stationary and the sun gear is used as the input, the planet carrier will be the
output. The gear ratio in this case will be 1/(1+A/S). This is the lowest gear ratio attainable with an
epicyclic gear train. This type of gearing is sometimes used in tractors and construction equipment
to provide high torque to the drive wheels.In bicycle hub gears, the sun is usually stationary, being
keyed to the axle or even machined directly onto it. In this case the gear ratio is simply given by
(S+A)/A where S is the number of teeth on the sun and A is the number of teeth on the annulus.

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 PROJECT OVERVIEW

In the project we have successfully arranged gears to demonstrate overdrive mechanism by

facilitating increase in the velocity of the output shaft. In the project we have kept the ring gear
stationary while the input drive is given by the planet carrier and the output is taken by the sun gear
which provides considerable amount of increase in the speed of transmission. The figures below
will illustrate further the purpose and the geometry of the project.

THE SUN GEAR

(With Support Bearing)

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The Ring Gear With the Planet Carrier And Planet Gears

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The Whole Arrangement Of The EPICYCLIC GEAR TRAIN

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EPICYCLIC GEAR TRAIN with RING LOCK FRAME And HANDLE

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 ADVANTAGES AND DISADVANTAGES
OF OVERDRIVE MECHANISM

Using overdrive gearing, the car's engine RPM drops, reducing engine wear and normally saving
fuel. Since 1981 U.S. CAFE (corporate average fuel economy) legislation virtually all domestic
vehicles have included overdrive to save fuel. One should refer to the car's owner's manual for the
proper speed to run at overdrive. All engines have a range of peak efficiency and it is possible for
the use of overdrive to keep the engine out of this range for all or part of the time of its use if used
at inappropriate speeds, thus cutting into any fuel savings from the lower engine speed.

There is some debate on the overall efficiency of overdrive gearing, as it requires more moving
parts than direct 1:1 drive, but most will agree that within the transmission, this effect is minimal.
The other difficulty can be in the drive shaft rotation speed.

Overall drivetrain reduction comes down to three basic factors: transmission gearing (including
overdrive), differential gearing (in the axle), and tire size. The rotation speed problem comes into
effect when the differential gearing is a high ratio and an overdrive is used to compensate. This may
create unpleasant vibrations at high speeds and possible destruction of the driveshaft due to the
centripetal forces or uneven balance.

The driveshaft is usually a hollow metal tube that requires balancing to reduce vibration and
contains no internal bracing.

The higher speeds on the driveshaft and related parts can cause heat and wear problems if an
overdrive and high differential gearing (or even very small tires) are combined, and create
unnecessary friction. This is especially important because the differential gears are bathed in heavy
oil and seldom provided with any cooling besides air blowing over the housing.

The impetus is to minimize overdrive use and provide a higher ratio first gear, which means more
gears between the first and the last to keep the engine at its most efficient speed. This is part of the
reason that modern automobiles tend to have larger numbers of gears in their transmissions. It is
also why more than one overdrive gear is seldom seen in a vehicle except in special circumstances
ie. where high (numerical) diff gear is required to get the vehicle moving as in trucks or
performance cars though double overdrive transmissions are common in other vehicles, often with a
small number on the axle gear reduction, but usually only engage at speeds exceeding 100 km/h or
about 60mph.

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 CONCLUSION

As the minor project comes to complete here we would like to share our experience. First of all it
has been a pleasant suffering for us. Everything has happened successfully . All the work we have
done before was totally theoretical now we realized the importance of practical application and
projects because we feel without practical whatever we have achieves is only the faith knowledge

we would like to share conclusion of our project :

using overdrive gearing, the car's engine RPM drops, reducing engine wear and normally saving fuel.
All engines have a range of peak efficiency and it is possible for the use of overdrive to keep the engine out
of this range for all or part of the time of its use if used at inappropriate speeds, thus cutting into any fuel
savings from the lower engine speed.

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 BIBLIOGRAPHY

• www.wikipedia.com
• www.howstuffworks.com

• Automotive Technology by N.K. GIRI

• AUTOMOTIVE ENGINEERING by WILLIAM CROUSE

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