Professional Documents
Culture Documents
ACKNOWLEDGEMENT
PREFACE
Project work has an important position in the syllabus of
diploma courses in engineering. By doing this project we got a chance
to apply the knowledge in theory to practical application. By doing
various types of equipment developed under project work will not
only enhance our skill but also aid for the development of the
students.
ABSTRACT
An automatic transmission is a type of motor vehicle
transmission that can automatically change gear ratios as the vehicle
moves, freeing the driver from having to shift gears manually. These
are broadly of two types viz., the semi automatic and fully automatic
ones. In the first type only clutch is operated automatically, the driver
still has to select gears. In the later type which is employed in modern
cars, even the gear are changed automatically by a control mechanism
which is actuated by the accelerator pedal only. In the cars with fully
automatic transmission, there are only two pedals, viz., for braking
and for accelerating.
The present day automatic transmission consist of multi plate
clutches, torque converter and epicyclic gearbox. Automatic
transmission operate basically by controlling vehicle speed and
engine load. Increasing vehicle speed needs changing gears upward,
whereas increasing engine load necessitate change from higher to
lower gears. For the speed factor a sensitive control unit (mechanical,
hydraulic or electrical) is driven off a suitable point beyond
transmission and thus its control action become sensitive to vehicle
speed. The engine load factor is introduced by the position of the
accelerator pedal. Thus the engine load sensitive control unit is
operated by the depression of the accelerator pedal.
INDEX
1. INTRODUCTION
TORQUE CONVERTER
PUMP
PLANETARY GEAR SET
VALVE BODY
HYDRAULIC LUBRICATING OIL
GOVERNER
5. COST OF PROJECT
6. CONCLUSION
7. REFERENCE
INTRODUCTION
gearing and the engine. In contrast, 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. A semi-automatic retains a
clutch like a manual transmission, but controls the clutch through
electro hydraulic means. The present day automatic transmission
consist of multi plate clutches, torque converter and epicyclic
gearbox. Automatic transmission operate basically by controlling
vehicle speed and engine load.
function, with the main power consumption due to drag from the
gear train being immersed in the lubricating oil of the gearbox.
Park (P)
This selection mechanically locks the output shaft of
transmission, restricting the vehicle from moving in any
direction. A parking pawl prevents the transmission from
rotating, and therefore the vehicle from moving, but the
vehicle's driven wheels may still rotate individually (because of
the differential), as well as the non-driven road wheels may still
rotate freely. For this reason, it is recommended to use the hand
brakes (parking brake) because this actually locks (in most
cases) the wheels and prevents them from moving. This also
increases the life of the transmission and the park pin
mechanism, because parking on an incline with the transmission
in park without the parking brake engaged will cause undue
stress on the parking pin. A hand brake should also prevent the
car from moving if a worn selector accidentally drops into
reverse gear while idling.
A car should be allowed to come to a complete stop before
setting the transmission into park to prevent damage. Usually,
Park (P) is one of only two selections in which the car's engine
can be started, the other being Neutral (N). In many modern cars
and trucks, the driver must have the foot brake applied before
the transmission can be taken out of park. The Park position is
omitted on buses/coaches (and some road tractors) with
automatic transmission (on which a parking pawl is not
Reverse (R)
Drive (D)
This position allows the transmission to engage the full
range of available forward gear ratios, allowing the vehicle to
move forward and accelerate through its range of gears.
Overdrive ('D', 'OD')
This mode is used in some transmissions to allow early
computer-controlled transmissions to engage the automatic
overdrive. In these transmissions, Drive (D) locks the automatic
overdrive off, but is identical otherwise. OD (Overdrive) in
these cars is engaged under steady speeds or low acceleration at
approximately 35–45 mph (56–72 km/h). Under hard
acceleration or below 35–45 mph (56–72 km/h), the
transmission will automatically downshift.
Third (3)
This mode limits the transmission to the first three gear
ratios, or sometimes locks the transmission in third gear. This
Second (2 or S)
This mode limits the transmission to the first two gear
ratios, or locks the transmission in second gear. This can be used
to drive in adverse conditions such as snow and ice, as well as
climbing or going down hills in winter. It is usually
recommended to use second gear for starting on snow and ice,
and use of this position enables this with an automatic
transmission. Some vehicles will automatically shift up out of
second gear in this mode if a certain RPM range is reached in
order to prevent engine damage.
First (1 or L [Low])
This mode locks the transmission in first gear only. In
older vehicles, it will not change to any other gear range. Some
vehicles will automatically shift up out of first gear in this mode
if a certain RPM range is reached in order to prevent engine
damage. This, like second, can be used during the winter season,
for towing, or for downhill driving to increase the engine
braking effect.
PUMP IMPELLER
The impeller is integrated with the torque converter case,
with many curved vanes evenly spaced and mounted inside. A guide
ring is installed on the inner edges of the vanes to provide a path for
smooth fluid flow. When the impeller is driven by the engine
crankshaft; the fluid in the impeller rotates with it. When the impeller
speed increases, centrifugal force causes the fluid to flow outward
toward the turbine.
TURBINE RUNNER
The turbine runner is located inside the converter
case, but is not connected to it. The input shaft of the transmission is
attached by splines to the turbine hub when the converter is mounted
to the transmission. Many cupped vanes are attached to the turbine.
The curvature of the vanes is opposite from that of the impeller vane.
Therefore, when the fluid is thrust from the impeller, it is caught in
cupped vanes of the turbine and torque is transferred to the
transmission input shaft, turning it in the same direction as the engine
crankshaft. A guide ring similar to the impeller is installed to the inner
edge of the vanes.
STATOR
The stator is located between the impeller and the
turbine. It is mounted on the stator reaction shaft which is fixed to the
transmission case. The vanes of the stator catch the fluid as it leaves
the turbine runner and redirects it so that it strikes the back of the
vanes of the impeller, giving the impeller added boost or torque. The
benefit of this added torque can be great as 30% to 50%.The one-way
clutch mounted to the stator allows it to rotate in the same direction as
the engine crankshaft. However, if the stator attempts to rotate in the
opposite direction, the one-way clutch locks the stator to prevent it
from rotating. Therefore, the stator is rotated or locked depending on
the direction from which the fluid strikes against the vanes.
CONVERTER OPERATION
After the fluid dissipate its energy against the vanes of the
turbine, it flows inward along the vanes of the turbine. When it
reaches the interior of the turbine, the turbines curved inner surface
directs the fluid at the vanes stator. Fluid strikes the curved vane of
the stator causing the one-way clutch to lock the stator and redirect
fluid at the impeller vanes in the direction of engine rotation,
increasing engine torque.
As the impeller and turbine approach the same speed, fluid
strikes the back of the stator vanes, releasing the one-way clutch and
allows the stator to freewheel. Unless the stator freewheels, being
Dept.of Automobile Engineering 18 JDT Islam Polytechnic Clt-
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Project Report 2013-14 Automatic Transmission System
mounted to the transmission body, fluid will strike the vanes of the
stator and limit engine rpm and upper engine performance.
the turbine and the converter front cover. Hydraulic pressure on either
side of the converter piston causes it to engage or disengage the
converter front cover. A set of dampening springs absorb the torsional
force upon clutch engagement to prevent shock transfer. The friction
material bonded to the lock-up piston is the same as that used on multi
plate clutch disk in the transmission.
LOCK-UP OPERATION
When the lock-up clutch is engaged, it connects the impeller and
turbine. Engaging and disengaging the lock-up clutch is determined
by which side of the lock-up clutch the fluid enters the torque
converter. The difference in pressure on either side of the lock-up
clutch determines engagement or disengagement. Fluid can either
enter the body of the converter behind the lock-up clutch engaging the
clutch, or in front of the lock-up clutch to disengage it.
The fluid used to control the torque converter lock-up is also used to
remove heat from the converter and transfer it to the engine cooling
system through the heat exchanger in the radiator.
PUMP
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 gear set. 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
flywheel, so the pump provides pressure whenever the engine is
running and there is enough transmission fluid. The outer gear is
turned by the inner gear, and as the gears rotate, fluid is drawn up
from the sump on one side of the crescent and forced out into the
PLANETARY GEAR
Epicyclic gearing or planetary gearing is a gear system
consisting 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 also incorporate the use of an outer
ring gear or annulus, which meshes with the planet gears. Planetary
gears (or epicyclic gears) are typically classified as simple and
compound planetary gears. Simple planetary gears have one sun, one
ring, one carrier, and one planet set. Compound planetary gears
involve one or more of the following three types of structures:
meshed-planet (there are at least two more planets in mesh with each
other in each planet train), stepped-planet (there exists a shaft
connection between two planets in each planet train), and multi-stage
structures (the system contains two or more planet sets). Compared to
simple planetary gears, compound planetary gears have the
advantages of larger reduction ratio, higher torque-to-weight ratio,
and more flexible configurations. A compound epicyclic planetary
gearset, whose bands and clutches are actuated by hydraulic servos
controlled by the valve body, providing two or more gear ratios.
FORWARD DIRECTION
When the ring gear or sun gear is held in a fixed position and
either of the other members is an input member, the output gear
rotational direction is always the same as the input gear rotational
direction.
Reduction
When the internal teeth of the ring gear turns clockwise, the
external teeth on the pinion gears walk around the fixed sun gear
Dept.of Automobile Engineering 23 JDT Islam Polytechnic Clt-
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Project Report 2013-14 Automatic Transmission System
The multi plate clutch multi plate brake are the most common of
the three types of holding device; they are versatile and can be
modified easily by removing or including more friction discs. The
brake band take very little space in the cavity of the transmission
housing and has a large surface area to create strong holding force.
One- way clutches are small in size and release and supply quickly,
giving good response for up shift and down shifts.
MULTI PLATE CLUTCH
The multi plate clutch connected two rotating components of the
planetary gear set. The Simpson planetary gear unit uses two multi
plate clutches, the forward clutch and the direct clutch. Each clutch
drum is slotted on the inner diameter to engage the steel plates and
transfer turning torque from the engine. The drum also provides the
bore for the clutch piston.
Friction discs are steel plates which have friction material
bonded to them. They are always located between two steel plates.
The friction disc inner diameter is slotted to fit over the splines of
the clutch hub.
Steel plates are slotted on the outer diameter to fit the slots of the
clutch drum or transmission case. They a smooth surface for the
friction discs to engage with. Steel plates can be installed next to
one another to give a specific clearance for the clutch pack.
causing pressure. This pressure may not fully engage the clutch,
however, it may reduce the clearance between the disc and the metal
plates, promoting heat and wear.
The relief ball valve is designed to allow fluid to escape when
pressure is released. As pressure drops, centrifugal force causes the
ball to move away from the valve seat, allowing to fluid to escape so
the piston can be seated, providing proper clearance between the disc
Dept.of Automobile Engineering 27 JDT Islam Polytechnic Clt-
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Project Report 2013-14 Automatic Transmission System
and steel plates. The brake band perform the same function as the
multi plate brake is located around the outer circumference of the
direct clutch drum. One end of this brake band is anchored to the
transmission case with a pin, while the other end contacts the brake
piston rod which is controlled by hydraulic pressure and spring
tension.
The band is applied by a piston and piston rod located in the
transmission case. When hydraulic pressure is applied to the piston,
the piston moves to the left compressing the outer spring. The inner
spring transfer the motion from the piston to the piston rod, applying
pressure to the end of the brake band. As the inner spring compresses,
the piston comes in direct contact with the piston rod shoulder and a
high frictional force is generated between the brake band and drum.
The brake band clamps down on the drum which causes the drum and
a member of the planetary gear set to be held to the transmission case.
When the pressurized fluid is drained from the cylinder, the
piston and piston rod are pushed back by the force of the outer spring
so the drum is released by the brake band.
ONE- WAY CLUTCH AND BANDS
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 their sequence
controlled by the transmission's internal programming. Principally, a
Dept.of Automobile Engineering 28 JDT Islam Polytechnic Clt-
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Project Report 2013-14 Automatic Transmission System
VALVE BODY
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
GOVERNOR
The governor is a clever valve that tells the transmission how
fast is the car is going. It is connected to the output, so the faster the
car moves, the faster the governor spins. Inside the governor is a
spring loaded valve that opens in proportion to how fast the governor
is spinning, the faster the governor spins, the more the valve opens.
Fluid from the pump is fed to the governor through the output shaft.
The faster the car goes, the more the governor valve opens and the
higher the pressure of the fluid it lets through.
COST OF PROJECT
BILL OF MATERIAL
Sl. No NAME OF MATERIAL COST IN RS.
1 Gear box assembly 6000
2 Stand 1350
3 Paint 200
TOTAL 7550
LABOUR COST
Welding= 600
Other expense=450
Total cost= Material cost+ Labour cost+ Other expense
= 7550+600+450
=8600
CONCLUSION
Automatic transmission technology is more widely accepted. In
fact, long-term tests under normal operating conditions have shown
that this type of gearbox provides either increased performance or at
least the same performance as the manual transmissions. Carriers
noted only two major disadvantages of automatic transmissions,
compared to manual higher weight and a higher initial cost.
With the absence of the gearshift and the clutch, automatics
offer stress-free driving to discerning customers who have to
constantly change gears in the stop-and-go type traffic. One reason for
the adoption of automatic transmission is the scarcity of professional
drivers. This new technology is easier to use than conventional
manual gearboxes, especially if a majority of a fleet’s runs are on
roads that are relatively level or have few steep rises. The second
reason is the potential gain in energy efficiency. Results indicate a
substantial increment in efficiency. In coming years ‘Automatic
Power Transmission’ can prove to be a major factor that will make
driving a more luxurious and stress free.
REFERENCE
www.wikipedia.org
www.autoshop101.com
www.manualversusautomatic.com
www.howstuffworks.com
www.scribd.com