Simulation of Automated Manual

Transmission
A Synopsis in partial fulfillment of the
requirement for the award of degree of

MASTER OF ENGINEERING
in
MECHANICAL ENGINEERING
By

Gurpreet Singh
(Roll Number: 14-909)
(Registration Number: 14-UIT-645)
under the guidance of

Dr. Manu Sharma

Associate Professor (UIET)
Dr. Amrinder Pal Singh
Assistant Professor (UIET)
Department of
Mechanical Engineering
University Institute of Engineering and Technology
Panjab University, Chandigarh 160014, INDIA
November 2016
1

ABSTRACT
Automated manual transmission (AMT) is capable in providing good driving comfort and better
performance of automobile with increased fuel efficiency. In this work, a novel strategy for using a
set of polynomial functions for gear shift maps for automatic shifting of gears is proposed.
Polynomial functions are obtained in MATLAB from gear maps available in literature using curve
fitting. Different methodologies that can be used for the development of the automated manual
transmission are discussed. Mathematical model of a driveline is obtained from free body diagrams
of each part of the transmission. These models are divided into three categories based on different
phases during operation of driveline as: engagement phase, slipping phase and synchronization
phase. State-space mathematical models are developed for each phase. A MATLAB code is
developed using these state-space models in which polynomial functions are used for gear shifting.
Results obtained validate the proposed strategy of using polynomial functions. Furthermore, a DC
motor that can be used as actuator in AMT is also simulated in MATLAB using LQR controller.

TABLE OF CONTENTS
1.

Introduction

2.

Literature Review

1.

Driveline

2.

Shifting process

13

3.

Actuators

18

4.

Clutch

22

5.

Gear shift Strategy

24

3.

Research Gaps

29

4.

Research Objectives

30

5.

Work Justification

31

6.

Work Carried Out

32

7.

Results and Discussions

52

8.

Conclusions and Future Scope

64

9.

References

66

10.

Publications

71

INTRODUCTION
Man is finding newer ways to make his life easy and comfortable on
this planet which has led to many great inventions.
Today we have very stable, efficient and comfortable automobiles.
Enormous advancement in computer science, electronics, sensors,
actuators and control theory.
Automobiles are continuously becoming more automatic and smart.
Transmission system is a key element for improving efficiency,
performance and drivability of a vehicle. Two main types of
transmissions are Manual Transmission (MT) and Automatic
Transmission (AT).

Manual Transmission vs. Automatic

Transmission
Manual Transmission
(MT)

Higher efficiency, lower cost &

weight.
Gear selection is manually
governed by the driver.
Frequent gear shifting in
congested traffic results in fatigue
of the driver.
Lesser number of parts makes its
manufacturing easy, reliable and
robust.
Mechanical efficiency of MT can
be as high as 96%.

Automatic
Transmission (AT)
Lower efficiency, higher cost &
weight than MT.
Gear-selection is controlled by
Transmission Control Unit (TCU).
It is easy to operate with good
drivability but has higher fuel
consumption.
Its manufacturing cost is high, has
shorter life time and has high
maintenance cost.
Mechanical efficiency of AT is
about 85%.
5

Figure 1. Gear Box.

Here
(1)- First Gear
(2)- Second Gear
(3)- Third Gear
(4)- Fourth Gear
(5)- Fifth Gear
(R)-Reverse Gear

Third type of transmission which has advantages of both MT and AT is

Automated Manual Transmission (AMT). In AMT gears are automatically
changed based upon speed of vehicle and load on vehicle.

A typical AMT consists of:

1. Sensor: To measure speed of vehicle,
2. Actuators: To actuate gear levers,
3. Processor: To generate control signal as per some control law.
.

Conventionally, AMT with an IC engine has an automated clutch.

Transmission Control Unit (TCU) controls the clutch and gear shifting
through actuators. TCU controls the actuators based on different vehicle
parameters.

Figure 2. Schematic diagram of Automated Manual Transmission (AMT)

LITERATURE REVIEW
1.

DRIVELINE MODEL

A typical automated manual transmission consists of a power source, a

clutch, a gear-box, a controller, actuators & sensors. Torque is produced
by power source is transmitted to the driveline. During gear-shift, force is
applied to the clutch disk to regulate the torque transmitted to the
driveline. A simplified driveline model is shown below:

Figure 3. Simplified driveline model.

Analysis of clutch can be modeled as second order system:

(1)
Similarly, we can get equations for different sub-systems as:
(2)
(3)

(4)
Equation (2), (3) & (4) are for engine, mainshaft and wheels
respectively. Here subscripts e, c, m, t, w are used for engine,
clutch, mainshaft, transmission & wheels, J is the inertia, T is the
torque, k is the stiffness, is the friction/damping coefficient,
are gear ratio and differential gear ratio &
10

M. Petterson & L. Nielsen used lumped driveline model in order to control

torque fluctuations during gear shifting by engine control [2]. A dynamic
model of the driveline is modeled using the Power-Oriented Graph
Technique [3].A nonlinear driveline model is also used for torque and
engine control for automating gear shifting in manual transmission without
synchronizers [4].

The nonlinear driveline model can be represented as

(5)
(6)
(7)
(8)
(9)

11

Function
of the fuel amount and the boost pressure is used for engine
torque approximation. is the engine torque. is the engine speed, is the
boost pressure, is the compressor power, & represents the torsion in
driveshaft and the wheel speed respectively. The fuel amount is represented
by and is the position of the inlet vanes in the turbine [4].

12

2. Shifting Process

Mostly, modern manual vehicles are equipped with synchromesh gear box.
Synchronizer: friction cone on the gear to be engaged, sleeve, synchronizer
ring, spring and slider.
Friction generated between cone and synchronizer ring and synchronizes
engaging gear.
Sleeve moves further and engages with gear easily.

Figure 4. Split diagram of synchromesh gear pair.

13

 Gear shifting process consists of three stages1. First of all clutch is pressed and Sleeve moves from neutral gear position to contact
the ring,
2. Ring and cone surfaces are in contact and synchronizer is pushed on cone, gear
starts moving with speed of synchronizer and then sleeve slides.
3. Sleeve moves passing the ring, gear is engaged.
. The force required for shifting gear can be obtained as follows1. First StageForce analysis between the sleeve and slider shows that the main resistant force is
of spring and frictional force.

Slider

Figure 5. Sleeve in neutral position Figure 6. Schematic diagram of synchronizer set

14

Figure 7. Force Analysis of The Contact Surface Between Sleeve and Slider

From the figure, shift load could be obtained as follows(10)

where K is spring constant, is spring compression and is the
friction coefficient of friction surface.

15

2.

Second stageDuring this stage, synchronizer ring prevents the further movement of
sleeve until the speed of both sides of synchronizer has been synchronized.

Slide
r

Figure 8. Ring and Gear cone in contact

Synchronization process has two stages; transient and steady. Shift load for
transient phase can be obtained from the deflection of both surfaces.
(11)
where is the contact spring stiffness, is the deflection of the contact
surface,
is the damping coefficient of the contact surface,
is the
axial velocity of the sleeve.
In steady phase, shift load is equal to the shift force,
.
16

3. Third stage. In this stage, the main shift force arises due to the damping resistance from
the synchronized side and can be calculated as follows(12)
is damping coefficient of synchronized side, wd is rotational speed of
the synchronized side,
. Shift load mainly comes from synchronizer & self-locking mechanism of
the fork shaft to avoid voluntarily shifting off and shifting on [5].
.J Kim et al. simulated the shift force for a manual transmission to estimate
the force that is transmitted to the drivers hand [6].

17

3. Actuators
To control the process of gear shifting precisely and accurately, entire shifting
control of the actuator mechanism can be decomposed into two independent
motor control problem, one for shifting and one for selecting. Motor used for
selection has three positions i.e. A,B & C. For shifting process also, second
motor has three positions. Hence, different combinations of positions of these
two motors give different gear positions as shown in Table 1.
Table 1: Gear lever positions for different positions of select and shift motors
Movement along X axis

Gear select motor positions

Movement
Along Y axis

Gear select motor

Middle

N1

N2

N3

Down

Up

positions

18

Figure 9. Select and Shift positions for Gear Shifting

Here,
N1,N2,N3 Neutral gear positions.
A, B & C- Gear select motor positions
Up, Middle & Down- Gear shift motor positions
19

Electrical equation and torque equation of the motor can be represented as

follows:
(13)
(14)
where
is input voltage,
is the armature inductance,
is the
armature current,
is back emf constant,
is the torque constant, is
the rotor inertia and
is the viscous friction coefficient.
A model is obtained between rotor displacement, rotor angular velocity,
armature current and input voltage.
For optimum control of the motor, LQR is used to minimize the
performance index by designing input [7]. For a conventional timeinvariant system
, performance index is as follows:
(15)
where Q is the error weighting function of states and R is the control
weighting function of control variables.
(16)
20

where k is gain matrix in equation 16 and P is the unique

positive definite solution to the matrix algebraic Riccati
equation (ARE)

Detailed nonlinear models of electro-hydraulic actuators for gearbox and

clutch are also developed [8]. A two degree-of-freedom electromagnetic
actuator is introduced to improve the shift quality and increase the
transmission efficiency of the simplified structure of the gearshift system
[9]. The basic structure of clutch actuator is analyzed and the performance
of clutch control actuator is studied [10]. For a clutchless automatic
manual transmission, a robust position control method is used for gear
actuators to reduce the shifting process time by reducing the time of
synchronization phase [11].

21

4.

Clutch
Clutch is one of the most important part of gear shifting process. This
process should be fast enough to maintain the driving comfort for the
driver with constraints on the engine operating conditions. Fundamental
conditions for the clutch operation are

1.

Avoid the engine stall

One must avoid the no-kill condition, i.e. engine stall and can be modeled
as
(17)
2. No-lurch condition
A smooth clutch engagement is required to avoid mechanical oscillations
in the driveline and to maintain the passenger comfort. The driveline
oscillations depend on the slip speed
at the engagement. For
continuous engine torque and the load torque conditions during
engagement process, the discontinuity of the clutch speed acceleration at
can be written as
(18)
22

Discontinuity shown above is maintained as small as possible with

controller
3.

Low energy dissipation

Controller maintains as low as possible the energy dissipation during the
clutch engagement and can be written as[11]
(19)

. To avoid torque interruptions different methodologies are used. Flywheel

on the sun gear of a planetary gear set connects engine and load shaft
continuously [13]. The start throttle control strategy based on the clutch
characteristics is studied for clutch control during starting of AMT [14]. To
fulfill the clutch engagement requirements, fuzzy control theory is used
[15].

23

5. Gear Shift Strategy

Conventional gear shift schedule is designed to gain the maximum traction

of the vehicle. During gear shifting, the speed is the intersection of the two
contiguous traction curves of two different gears at the same throttle
position. If there is no intersection of the curves, then the maximum speed
of the lower gear will be the speed of the gear shift.

Figure 10. Conventional Gear-Shift schedules

24

Figure 11: Gear shift curves

25

 There are two methods to design a gear shift schedule.

1. The first one is based on two parameters:
Throttle position
Speed
Two parameters based gear shift schedule is obtained by the intersection of
two sets of traction curves at different throttle positions.
2.

The second one uses three parameters:

Throttle position
Speed
Acceleration
In gear shift schedule based on three parameters, intersection of two sets of
acceleration curves at different throttle positions is used [15].

. Different gear shift strategy has been also developed. Neuro fuzzy control
approaches are used for optimal gear-shift schedule by estimating the vehicle
load and inferring drivers intentions [17].
26

Figure 12. Optimal gear shift position selection

The MAX-MIN ant Algorithm is used to achieve the global optimization

by solving the problem of dependency on human prior knowledge of
neural network parameters [18]. The pattern recognition technique is also
applied to simulate the drivers decision to gear shift schedule on manual
transmission and iterative learning algorithm is used to make the shift
schedule optimal in AMT [19].
27

An optimal fuel economy shift schedule is developed based on three

parameters gear-shift schedule by studying the fuel consumption of the
engine [20]. ECU is used for collecting the sensors signal and to recognize
the operating pattern of vehicles and controls the various actions of the
actuators to achieve the various operation models for electric-hydraulic
type AMT [21]. In knowledge-based gear-position-decision (KGPD), an
estimator is used to estimate the driving environment & features of drivers
intention and using the same for calculating the best gear position at the
moment [22]. The gear-shifting maps based on different driving modes of
parallel Hybrid Electric Vehicle (HEV) are built considering the efficiency
of the induction machine and the fuel consumption of diesel engine [23].

28

RESEARCH GAPS
Conventional gear shift schedules are available both for downshift as well as
upshift in the form of graphs between throttle position and vehicle speed.
These graphs are exploited to create a control logic in a typical vehicle fitted
with an AMT.
No work is available in which information contained in these graphs has been
systematically utilized to develop a gear shifting strategy. These gear-shift
schedules are highly non-linear.
In present work, a particular gear shift schedule has been modeled as a
system of polynomial equations. Different polynomial equations are then used
in this work to model different parts of a gear-shift schedule.

29

RESEARCH OBJECTIVES
Objective of this research work is to propose a novel gear shift strategy for
gear shifting based upon optimal gear shift maps. Main objectives are to:
1. obtain polynomial functions for gear shift curves.
2. suggest gear shifting strategy based on polynomial functions.
3. simulate driveline based on proposed gear shifting strategy.
4. simulate dc motor that may be used as actuator for gear shifting and clutch
movement

30

WORK JUSTIFICATION

With growing automobile industry and advancement in AMT technology,

many vehicles are coming up with AMT installed in them.

Cars with AMT are about Rs. 50,000 costlier than the car without AMT.
Indian market is adopting foreign technology. There is a scope to make
AMT technology indigenous. This will help Indian market to grow more
and will also reduce the cost of vehicles equipped with AMT.
AMT is a cheaper and economical technology as compared to other
technologies like continuously variable transmission (CVT) and automatic
transmission (AT). To be fully adopted in automobiles it needs more
refinement for better driving comfort

31

WORK CARRIED OUT

The aim of this research work is to obtain a set of polynomial functions for
gear shift curves from gear shift maps and use these functions to change
gears in a MATLAB code developed for vehicle driveline.

1. Driveline modeling
. In a vehicle, power from engine is transmitted through flywheel, clutch,
main shaft, gearbox, propeller shaft, differential and then through drive
shaft to the wheels.

Figure 13: A typical driveline.

32

For understanding dynamics of the driveline, a simplified driveline is considered as

shown in figure 4.2. Every component is studied separately i.e., crankshaft, clutch,
main shaft and wheels.

Figure 14: Simplified driveline.

33

In figure 4.2, Je, Jc, Jm, Js, Jg, Jp, Jf and Jw are rotational inertia of engine,
clutch, main shaft, secondary shaft, gear engaged, pinion, final drive
(differential) and wheels respectively. Secondary shaft inertia is sum of inertia
of all gears (Js1, Js2, Js3, and Js4 ) on it. represents rotation where subscripts e,
c, m, t, f and w are for engine, clutch, main shaft, transmission, final drive and
wheels respectively. Gear ratio is is for secondary shaft, ig for transmission
shaft and if for final drive.

Equivalent inertia:
To obtain dynamics of the mainshaft, inertia of the gear box and the
final drive are summed up in a single quantity as equivalent inertia.
From figure 4.2, we can write following equation by summing up
kinetic energies of individual inertias.

34

 Free body diagrams

Each part is considered under effect of inertia torque, driving torque,
resistive torque and load torque. Equations of motion are derived for each
part from the equilibrium conditions.
Crank shaft:

Crankshaft is considered as rigid shaft under the effect of driving torque

from engine, load torque from clutch with the assumption that no frictional
torque is acting on it. Inertia of the engine and flywheel is the total inertia
acting on the shaft. Equation of motion of crank shaft can be derived from
free body diagram shown in figure 4.3.

Figure 15:Free body diagram of crankshaft.

35

Where Te is engine torque and Tc is load torque on shaft due to friction

between clutch disks.
Clutch:
Main shaft and driveshaft are considered as flexible damped shafts in
driveline. Main shaft is modeled as damped torsional flexibility resisting
rotation of clutch.

Figure 16: Free body diagram of clutch.

36

Equation of motion of clutch can be derived from free body diagram shown
in figure 4.4 as:
where kcm is main shaft torsional stiffness and cm is friction coefficient of main
shaft.
Main shaft:

Load torque acting on the main shaft is the load torque

acting on the final drive divided by gear ratio.

Figure 16: Torques acting on gear box, differential and main shaft.
37

Here,

is load torque at final drive due to

stiffness and damping of drive shaft where

, ktw is torsional stiffness

of drive shaft and cm is friction coefficient of driveshaft.

Figure 17: Free body diagram of main shaft.

38

From free body diagram, torque equation of motion of mainshaft is obtained

as:

Wheel:

Total load acting on wheels is due to air resistance, rolling resistance and
gravitational forces. In this research work total load due to all these forces
is assumed to be constant. From free body diagram shown in figure 18,
mathematical equation for wheel is derived as:

39

Figure 18: Free body diagram of wheels.

Here TL is the load torque on wheels.

40

2. AMT operating phases

The driveline is in a state of engagement, slipping opening,

synchronization, go to slipping and slipping closing.

Figure 19: Transition state diagram

41

I.

In engagement phase, clutch is in engaged position and rotates with same

angular velocity as of crankshaft with zero slip.
II. During slipping opening and go-to-slipping phase, clutch does not get
fully engaged. In slipping opening, clutch opens gradually and in go-toslipping, it closes gradually. Hence crankshaft speed and clutch speed do
not remain same. Go-to-slipping phase is followed by slipping closing, in
which clutch torque is restored to its maximum value by spring action on
pressure plate of clutch.
III. In synchronization phase, a new gear to be engaged is acted upon by
synchronization torque through gear lever. During this, clutch is fully
disengaged; there is no resistive torque on crankshaft and driving torque
on main shaft. During synchronization, vehicle speed is assumed to
remain constant.

I.

42

3. State-space models
The input to the system is u=Te, i.e. engine output torque. Angular velocity of
all inertia (crankshaft, clutch, mainshaft & wheels) and angular differences of
flexible shafts (mainshaft & driveline) are state variables of the system.
Engaged model
Clutch-engaged state space model can be represented mathematically as:

where AE is system matrix, BE is control matrix , CE is load matrix and statevariables are

43

and

(4.11)

and

where

, is the load acting on wheels.

44

 Slipping model

During slipping, state-space representation is:

where H=Tc is the clutch torque, ASL is system matrix, BSL is control
matrix, CSL is load matrix and state-variables are

45

and

where

46

 Synchronization model
During synchronization, friction between gear cone and synchronizer ring
plays a very crucial role as synchronization
torque (Ts). For this phase, state,
space representation is
where P=Ts, AS is system matrix, BS is control matrix and ES is load matrix.
State-variables are

and

where

and

47

4. Gear-shift polynomial functions

.

Gear maps used for gear shifting are highly non-linear.

In this research work, each non-linear graph is divided into three parts
based on the throttle position and a polynomial function is obtained for
each part.

Polynomial function takes in throttle position as input and gives gear upshift speed as output depending upon engaged gear.

From actual gear shift maps a set of data values are obtained for each
curve. These values are utilized in MATLAB with polyfit and
polyval commands to obtain three polynomial functions for individual
gear shift curve. In this way, a full gear shift curve is obtained from these
polynomial functions.

48

Polynomial expressions obtained in MATLAB are tabulated in table 1.

Table 2: Polynomial functions for gear shift map curves.

49

Table 2: Polynomial functions for gear shift map curves.

Here, represents throttle opening. Gear shift map obtained using above
polynomials is shown in figure 4.9 with red curves.
50

Figure 20: Gear shift map obtained from polynomials functions

51

RESULTS AND DISCUSSIONS

State-space models of driveline are used to simulate the driveline and gear
shifting in MATLAB.

A gear shifting strategy based upon polynomial functions of gear up shift

curves is developed in MATLAB. This gear shift strategy takes throttle
position, vehicle RPM and engaged gear as input and based upon these
inputs, it gives command signal for gear shifting. This gear shift strategy is
implemented with driveline for shifting gears.

Engine torque of 100 Nm is applied as input with constant load torque of

20 Nm on wheels. Results of the MATLAB code for simulation time of 10
seconds are shown in figure 5.1.

52

Figure 21: Plots of engine, clutch and vehicle speeds with time at
60 % throttle opening

Gear shift from 1st to 2nd gear is shown in figure 5.2.

53

Figure 22: Zoomed view of up shift from gear 1st to 2nd.

54

 On gear shift request at A-A, engine torque is immediately drops to zero

and clutch starts to disengage. As there is no engine torque available on the
crankshaft and also load torque is coming down due to clutch being
disengaged, the speed of crankshaft decreases. As the clutch is disengaging,
the frictional torque available on the mainshaft due to clutch is decreasing,
which increases mainshaft speed up to point P.
At B-B, clutch is fully open and torque transmitted by it is zero. After this,
synchronization phase starts and synchronization torque applied at
synchronizer decreases the clutch speed while engine speed remains
constant as there is no input torque and load torque on crankshaft.
At C-C gear is synchronized and after it, clutch starts to engage till both
engine and clutch speed become same. From C-C to D-D, clutch speed
rises while engine speed decreases further due to clutch engagement.
After fully engaged clutch at D-D, clutch lock up phase starts and no
engine torque is applied during this phase but only load torque on wheels.
Due to this, both engine and clutch speed decreases till E-E.
At E-E, gear shifting ends and 2 nd gear is engaged and engine torque is
again set to 100 Nm.
55

In figure 5.3, gear shift from 1st gear to 5th gear is shown at 60 % throttle
opening and 100 Nm constant engine torque with three different constant
load torques of 150 Nm,100 Nm and 20 Nm acting on wheels. Variation in
gear shift timing of a particular gear is due to the difference in load torques
on wheels. More time is required, at same throttle and speed, for shifting a
particular gear with higher load torques of 150 Nm and 100 Nm than lower
load torque of 20 Nm at wheels.

Figure 23: Plot of engine speed at three different load torques.

56

A similar curve is also obtained when three different constant engine

torques of 100 Nm, 150 Nm and 200 Nm are applied as shown in figure
5.4. With higher engine torque of 200 Nm, gear shift time from 1 st to 5th
gear is greatly reduced than that is required for engine torque of 100 Nm at
same operating conditions of throttle opening.

Figure 24: Plot of engine speed at three different input torques.

57

Three different gear shift curves for different throttle positions of 90 %, 60

% and 35 % throttle opening are shown in figure 5.5. Throttle positions are
so chosen that each one of them stimulates all three polynomial functions
for a particular gear shift map curves. At higher throttle positions, gear
shifting occurs at higher engine/vehicle speed for each gear based on gear
shift polynomials.

Figure 25: Plot of engine speed for different throttle positions

58

In figure 5.6, sudden increment in vehicle load torque is shown. Load

torque is suddenly increased from 20 Nm to 80 Nm at 2 nd second.

Figure 26: Sudden increase in load torque on vehicle.

59

In figure 5.7, gear-shift for sudden increment in load torque is shown. Black curve
is for constant load torque of 20 Nm and blue curve is for sudden load torque
condition.

Figure 27: Gear-shift for sudden increment in load torque.

60

For varying load torque, gear-shifting is shown in figure 5.9 corresponding

to varying load torque as shown in figure 5.8.

Figure 28: Varying load torque condition of vehicle.

61

For varying load torque, gear-shifting is shown in figure 5.9 corresponding

to varying load torque as shown in figure 5.8. In figure 5.9, red curve is for
varying load torque and black curve is representing constant load torque.

Figure 29: Gear-shift for varying load torque on vehicle.

62

Simulation results of dc motor based on LQR performance index are

demonstrated in figure 5.10. Three different reference positions are used to
demonstrate three gear lever positions either for gear selection or gear
shifting e.g. for gear shifting, 90 degree is for upshift, 0 degree is for
neutral position and -90 degree is for downshift.

Figure 30: DC motor position control using LQR controller.

63

CONCLUSIONS AND FUTURE SCOPE

Conclusions
Main conclusions can be listed as:
1. Optimal gear shift maps can be precisely modeled by a system of
polynomial equations.
2. Polynomial equations based on gear shift maps can be used for gear
shifting.
3. During clutch disengagement, engine speed decreases as only load torque
due to clutch acts on crankshaft during this phase while clutch speed
continues to increase due to vehicle inertia.
4. During synchronization, engine speed remains constant and clutch speed
decreases due to applied torque at synchronizer.
5. During clutch engagement, engine speed decreases due to load torque
acting at clutch while same torque but opposite in direction increases the
clutch speed.
6. For optimal control of DC motor LQR can be used.
64

 Future scope
A test bench can be erected consisting of IC engine, flywheel, clutch, gear
box, rpm sensor, DC motor, host PC and Labview software. Theoretical
findings presented in this work can be verified experimentally. After
thorough experimental validation & updation, AMT so developed can be
packaged as a commercial product.

65

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70

PUBLICATIONS
1.
.

A. Communicated to referred journals

Gurpreet Singh, Manu Sharma and Amrinder Pal Singh, Simulation of
Automated Manual Transmission, Advances in Mechanical Engineering
(AIME) , SAGE Journals, 2016.

2.
.

B. Published in conference proceedings

Gurpreet Singh, Manu Sharma and Amrinder Pal Singh, Methodologies
for development of Automated Manual Transmission, Proceedings of the
1st International Conference on Latest Developments in Materials,
Manufacturing and Quality Control (MMQC 2016), Giani Zail Singh
Campus College of Engineering & Technology, Bathinda, Punjab, India ,
February 2016.

71

Thank you!
72