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INDEX

Chapter- I

1.1 Introduction
1.2 Automatic Transmission types
1.3 Automatic Transmission Basics
1.3.1 Torque Converter
1.3.2 Planetary gear train
1.3.3 Hydraulic controls

1.4 Continuously variable transmissions


1.5 PLANETARY GEAR SETS
1.6 CLUTCH PACKS

Chapter-II
2.0 Reference
Chapter-I
1.1Introduction
An automatic transmission, also called auto, self-shifting transmission, n-speed
automatic (where n represents its number of forward gear ratios), or AT, is a type of motor
vehicle transmission that automatically changes the gear ratio as the vehicle moves, meaning that
the driver does not have to shift the gears manually. Like other transmission systems on vehicles,
it allows an internal combustion engine, best suited to run at a relatively high rotational speed, to
provide a range of speed and torque outputs necessary for vehicular travel. The number of
forward gear ratios is often expressed for manual transmissions as well (e.g., 6-speed manual).

The most popular form found in automobiles is the hydraulic planetary automatic transmission.


Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and
equipment. This system uses a fluid coupling in place of a friction clutch, and accomplishes gear
changes by hydraulically locking and unlocking a system of planetary gears. These systems have
a defined set of gear ranges, often with a parking pawl that locks the output shaft of the
transmission to keep the vehicle from rolling either forward or backward. Some machines with
limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use
a torque converter to provide a variable gearing of the engine to the wheels.

Besides the traditional torque converter hydraulic automatic transmissions, there are also other
types of automated transmissions, such as a continuously variable transmission (CVT)
and automated manual transmissions, that free the driver from having to shift gears manually, by
using the transmission's computer to change gear, if for example the driver were redlining the
engine. Despite superficial similarity to other transmissions, traditional automatic transmissions
differ significantly in internal operation and driver's feel from automated manuals/semi-
automatics and CVTs. In contrast to conventional automatic transmissions, a CVT uses a belt or
other torque transmission scheme to allow an "infinite" number of gear ratios instead of a fixed
number of gear ratios. An automated manual retains a single clutch like a conventional manual
transmission, but controls and depresses the clutch through electrohydraulic means. The ability to
shift gears manually, often via paddle shifters, can also be found on certain automatic
transmissions (manumatics such as Tiptronic), automated manuals (BMW SMG, Ferrari F1, VW
Group DSG), and CVTs (such as Lineartronic).
The obvious advantage of an automatic transmission to the driver is the lack of a clutch pedal and
manual shift pattern in normal driving. This allows the driver to operate the car with as few as
two limbs (possibly using assist devices to position controls within reach of usable limbs),
allowing individuals with disabilities to drive. The lack of manual shifting also reduces the
attention and workload required inside the cabin, such as monitoring the tachometer and taking a
hand off the wheel to move the shifter, allowing the driver to ideally keep both hands on the
wheel at all times and to focus more on the road. Control of the car at low speeds is often easier
with an automatic than a manual, due to a side effect of the clutchless fluid-coupling design
called idle creep that causes the car to slowly move on its own while in a driving gear, even at
idle.

1.1Automatic Transmission types

Rear-wheel drive (RWD) is a form of engine and transmission layout used in motor vehicles, where
the engine drives the rear wheels only. Until the late 20th century, rear-wheel drive was the most
common configuration for cars.

Most rear-wheel drive vehicles feature a longitudinally mounted engine at the front of the car.

• The transmission is usually mounted to the back of the engine.

• Power flow on this system is simple and straight forward going from the engine, through
the torque converter, then through the transmission and drive shaft until it reaches the final
drive where it is split and sent to the two rear wheels.

• Example of rear wheel – Alpha Romeo Alfeta in early 70’s


Front-wheel drive (FWD) is a form of engine and transmission layout used in motor vehicles,
where the engine drives the front wheels only. Most modern front-wheel-drive vehicles feature
a transverse engine, rather than the conventional longitudinal engine arrangement generally
found in rear-wheel-drive and four-wheel drive vehicles.
• On a front wheel drive car, the transmission is usually combined with the final drive to form
what is called a transaxle.
• Transaxle is a device set up in the transmission gear box, clutch, final drive, combined into a
single unit.
. Front-wheel-drive layouts are those in which the front wheels of the vehicle are
driven. The most popular layout used in cars today is the front-engine, front-wheel drive, with
the engine in front of the front axle, driving the front wheels.
• This layout is typically chosen for its compact packaging.

• Front axles are connected directly to the transaxle and provide power to the front wheels.

1.2Automatic Transmission Basics

Automatic Transmissions/Transaxles contain


3 Major Components or Systems
1) Torque Converter
2) The Planetary Gears and holding devices
4) The Hydraulic Controls
1.2.1 Torque Converter

 The Impeller is also called the Pump.


 Impeller turns with the engine crankshaft
 The Turbine is driven by the centrifugal force of the A.T.F.
 The Turbine is splined to the transmission input shaft
 When vehicle is stopped and in gear,

1.2.2 Planetary gear train

The planetary gear train is composed of planetary gear sets as well as clutches and bands. It is the
mechanical system that provides the various gear ratios, altering the speed of rotation of the output
shaft depending on which planetary gears are locked.

To effect gear changes, one of two types of clutches or bands are used to hold a particular member of
the planetary gear set motionless, while allowing another member to rotate, thereby transmitting
torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve
body (see below), their sequence controlled by the transmission's internal programming. Principally,
a type of device known as a sprig or roller clutch is used for routine upshifts/downshifts. Operating
much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the
other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a
simultaneous clutch release/apply on two planetariums, simply "taking up" the drivetrain load when
actuated, and releasing automatically when the next gear's sprag clutch assumes the torque transfer.
The bands come into play for manually selected gears, such as low range or reverse, and operate on
the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected,
the torque being transmitted by the sprang clutches instead. Bands are used for braking; the GM
Turbo-Hydramatics incorporated this.

1.2.3 Hydraulic controls

The transmission uses special transmission fluid sent under pressure by an oil pump to control
various clutches and bands, modifying the speed of the output depending on the vehicle's running
condition.

Not to be confused with the impeller inside the torque converter, the pump is typically a gear pump
mounted between the torque converter and the planetary gearset. It draws transmission fluid from a
sump and pressurizes it, which is needed for transmission components to operate. The input for the
pump is connected to the torque converter housing, which in turn is bolted to the engine's flexplate,
so the pump provides pressure whenever the engine is running and there is enough transmission
fluid, but the disadvantage is that when the engine is not running, no oil pressure is available to
operate the main components of the transmission, and it is thus impossible to push-start a vehicle
equipped with an automatic transmission with no rear pump. Early automatic transmissions had a
rear pump for towing and push-starting purposes, ensuring the lubrication of the rear-end
components. However, if this pump failed, pieces of metal would be drawn through the transmission
requiring a complete rebuild. For this reason, to ensure reliability the rear pump was sometimes
removed by importers of the vehicles concerned.

The governor is connected to the output shaft and regulates the hydraulic pressure depending on the
vehicle speed. The valve body is the hydraulic control center that receives pressurized fluid from
the main pump operated by the fluid coupling/torque converter. The pressure coming from this pump
is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The
valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well
as hydraulic signals from the range selector valves and the throttle valve or modulator) to control
which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between
the pressures changes, causing different sets of valves to open and close. The hydraulic pressure
controlled by these valves drives the various clutch and brake band actuators, thereby controlling the
operation of the planetary gearset to select the optimum gear ratio for the current operating
conditions. However, in many modern automatic transmissions, the valves are controlled by electro-
mechanical servos which are controlled by the electronic [engine control unit] (ECU) or a
separate transmission control unit (TCU, also known as transmission control module (TCM). Modern
designs have replaced the mechanical governor with an electronic speed sensor and computer
software. The engine load is monitored either by a throttle cable or a vacuum modulator. Modern
designs have replaced these mechanical devices with an electronic signal transmitted via a CAN bus.

The hydraulic and lubricating oil, called automatic transmission fluid (ATF), provides lubrication,
corrosion prevention, and a hydraulic medium to convey mechanical power (for the operation of the
transmission). Primarily made from refined petroleum, and processed to provide properties that
promote smooth power transmission and increase service life, the ATF is one of the few parts of the
automatic transmission that needs routine service as the vehicle ages.

The multitude of parts, along with the complex design of the valve body, originally made hydraulic
automatic transmissions much more complicated (and expensive) to build and repair than manual
transmissions. In most cars (except US family, luxury, sport-utility vehicle, and minivan models)
they have usually been extra-cost options for this reason. Mass manufacturing and decades of
improvement have reduced this cost gap.

In some modern cars, computers use sensors on the engine to detect throttle position, vehicle speed,
engine speed, engine load, etc. to control the exact shift point. The computer transmits the
information via solenoids that redirect the fluid the appropriate clutch or servo to control shifting.

1.3Continuously variable transmissions

A fundamentally different type of automatic transmission is the continuously variable transmission,


or CVT, which can smoothly and steplessly alter its gear ratio by varying the diameter of a pair
of belt or chain-linked pulleys, wheels or cones. Some continuously variable transmissions use
a hydrostatic drive — consisting of a variable displacement pump and a hydraulic motor — to
transmit power without gears. Some early forms, such as the Hall system (which dates back to 1896),
used a fixed displacement pump and a variable displacement motor, and were designed to provide
robust variable transmission for early commercial heavy motor vehicles. CVT designs are usually as
fuel efficient as manual transmissions in city driving, but early designs lose efficiency as engine
speed increases.[11]

A slightly different approach to CVT is the concept of toroidal CVT or infinitely variable


transmission (IVT). These concepts provide zero and reverse gear ratios.

E-CVT

Some hybrid vehicles, notably those of Toyota, Lexus and Ford Motor Company, have an


electronically controlled CVT (E-CVT). In this system, the transmission has fixed gears, but the ratio
of wheel-speed to engine-speed can be continuously varied by controlling the speed of the third input
to a differential using motor-generators.

Dual-clutch transmissions
A dual-clutch transmission, or DCT (sometimes referred to as a twin-clutch transmission or double-
clutch transmission), is a modern type of automated manual transmission and electrohydraulic
manual transmission. It uses two separate clutches for odd and even gear sets. It can fundamentally
be described as two separate sequential transmissions (with their respective clutches) contained
within one housing, and working as one unit. They are usually operated in a fully automatic mode,
and many also have the ability to allow the driver to manually shift gears in automated manual mode,
albeit still using the transmission's electro-hydraulics.

1.4 PLANETARY GEAR SETS

A gear set in which all of the gears are in one plane, grouped around each other like the planets
around the sun.
The central gear is called the "sun gear". In mesh with it is a circular grouping of gears, called
"planet gears", mounted on a rotating carrier.
The planet gears also engage teeth on the inner periphery of the "ring gear".
By holding any one of the three gear elements motionless, different ratios can be produced
between the other two. Planetary gear sets are common in automatic transmissions.
1.5CLUTCH PACKS

A clutch is a mechanical device which provides for the transmission of power (and therefore
usually motion) from one component (the driving member) to another (the driven member).
the simplest application clutches are employed in devices which have two rotating shafts.
Chapter-II

2.0 Reference

 Warwick, Alan. "Who Invented the Automatic Gearbox". North West Transmissions Ltd.
Retrieved 11 October 2014.
 "The Wilson-Pilcher Petrol Cars". The Automotor Journal. 16 April 1904. pp. 463–468, also pp.
492–496, and pp. 519–521.
 Turbo-Hydramatic
  Almost Burned Archived September 27, 2007, at the Wayback Machine
 Tan, Paul. "New 7-speed AMG SPEEDSHIFT MCT debuts". Paultan.org. Retrieved 2018-06-24.
  Jump up to:a b c "How does the AT work?". AW North Carolina, Inc. Archived from the original on 6
October 2014. Retrieved 6 October 2014.
 Tracy, David. "This is how an automatic transmission works". Jalopnik. Gawker Media.
Retrieved 6 October 2014.
  Jump up to:a b c d
       Ofria, Charles. "A short course on automatic transmissions". CarParts.com. JC
Whitney. Archived from the original on 6 October 2014. Retrieved 6 October 2014.
 Hydraulic Variable Transmission Mechanism, John Willam Hall, GB Patents, No 7479(1896),
No 22406(1901), No 442(1903) and No 4148(1907)
 "The Hall Hydraulic Variable Speed-Gear - Part 1", Automotor Journal, June 25th, 1904, pp773-
777

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