18-09-2023

Automatic
Transmission
&
Driveline

Drive by Wire
Drive by wire, DbW, by-wire, Steer-by-wire, or x-by-wire technology
in the automotive industry is the use of electrical or electro-
mechanical systems for performing vehicle functions traditionally
achieved by mechanical linkages. This technology replaces the
traditional mechanical control systems with electronic control
systems using electromechanical actuators and human-machine
interfaces such as pedal and steering feel emulators.

Drive by wire in passenger cars is widely used for

• Throttle by wire
• Brake by wire
• Gear Shift by wire
• Steer by wire
• Park by wire

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Electronic Shift Transmission

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Spool Valve type

Solenoid

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 HIGH-REVERSE INPUT
CLUTCH DRUM SHELL APPLY 18-09-2023
PRESSURE

FIGURE 128–8 Gear set members are attached to a drum and

Servo operated band controls
are held stationary when the band applies.
GRADUATED
LINKAGE ROD

SPLIT-BAND THICK, HEAVY BAND LIGHT, THIN BAND FIGURE 128–11 One end of a band is held stationary and the
(DOUBLE-WRAP) (SINGLE-WRAP) (SINGLE-WRAP) other end is attached to the servo.

enters the servo cylinder and acts on the piston. The piston begins
moving once hydraulic pressure overcomes spring force.

SERVO LINKAGES A mechanical rod, called a strut, and link-

FIGURE 128–9 Transmission bands come in several designs and age attaches to the piston and connects it to the band. As the
thicknesses. piston moves, the linkage applies the band by tightening it around
the drum. Servo rods and struts transfer the servo apply force to the
transmission band. Rods are round metal bars and struts are flat
metal plates. These may be used at either or both ends of the band.
SPRING
APPLY PORT Linkages connect the band to the servo or an anchor. One end of a
COMPRESSED
band is often anchored to the transmission case and whenever the
band is applied, the drum that the band wraps around is held from
rotating. SEE FIGURE 128–11.

NOTE: Some bands have a provision for adjust ment and may
be adjust ed in vehicle while ot hers are adjust ed or set dur-
ing t ransmission assembly.

HYDRAULIC PRESSURE PISTON

APPLIED
FIGURE 128–10 A servo uses hydraulic pressure to move a
piston, which applies a band. MULTIPLE-PLATE CLUTCHES
TERMINOLOGY Like a transmission band, a multiple-plate hy-
band is a holding device and is not capable of driving any member
draulic clutch is a type of apply device. Clutches have more friction
of the planetary gear set.
area so they can develop more force and handle more torque than
Transmission bands are made of cast iron or steel with friction
a band, and they are self-adjusting.
material lining on the inside surface. Transmission design and com-
ponent size dictate the type and size of band used. Bands fall into
Hydraulically
one of two categories:operated clutch pack PARTS The multiple-plate clutch consists of plates, a piston,
drum (retainer), and snap ring. Hydraulic pressure acts upon the
Single wrap
clutch piston which moves in the drum. The piston movement com-
Double wrap PRESSURE PLATE presses the plates together to provide either a holding or driving
PISTON SNAP RING (BACKING PLATE) function. When the pressure is released, the piston returns to an
The single-wrap band is a simple one-piece design, while the
double-wrap band is a split band with overlapping ends. Bands unapplied position via a return spring assembly. The entire assembly
may also be classified as either flexible or fixed, depending on is commonly known as a clutch pack. SEE FIGURE 128–12.
how well they hold their shape when they are off the drum. SEE The plates of a multiple-plate clutch assembly consist of a fric-
FIGURE 128–9. tion plate alternated with steel plates.
A friction plate, also called simply a friction, has a rough sur-
HYDRAULIC SERVOS A band is applied by using a hydrau- face friction material applied to both faces. The friction (clutch
lically operated piston that travels inside a machined cylinder lining) material is made from a mixture of natural and man-
bore. This piston and cylinder assembly is known as a servo. made fiber. Natural fibers include cotton or wood (paper), and
SEE FIGURE 128–10 . man-made fibers are aramid (Kevlar®) or carbon. The exact
A piston return spring normally holds the servo piston in its un- mixture is determined by the transmission engineer to provide
applied position. To apply the band, hydraulic fluid, under pressure, the desired heat resistance and durability standards.

15 7 2 CHAPTER 128
SNAP RING

FIGURE 128–13 A typical clutch pack assembly.

CLUTCH OPERATION To apply the clutch, pressurized fluid

enters the drum through an internal passage in the input shaft. When
the clutch applies, hydraulic pressure acting on the piston squeezes
E PLATE
the two sets of plates together to mechanically connect the two
ple-plate clutch
components that engage the splines of the plates.
The fluid acts on the piston and moves it against return spring
force to clamp the clutch plates together and hold them against the
pressure plate. SEE FIGURE 128–14. 4
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Types of Clutches in Automatic Transmission

1. Holding (braking) clutches.

2. Driving clutches

Holding (braking) clutches

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Driving clutches

Roller type One way clutch Sprag type One way clutch

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A partially cutaway valve body from a General Motors 4T40-E transaxle.

ER
E
OUTER
RACE

UTER OUTER
RACE
ACE
FIGURE 128–19 A partially cutaway valve body from a General
FIGURE 128–19
Motors A partially cutaway valve body from a General
4T40-E transaxle.
Motors 4T40-E transaxle.
A typical upper valve body showing the fluid passages (“worm holes”)

ed) position.
etween the in-
sition. The inner
ion.
he in-
e inner

FIGURE 128–20 A typical upper valve body showing the fluid

er similar to the
passages (“worm holes”).
ag provides two
lts determines if
FIGURE Some
128–20 of these passages
A typical mayvalve
upper be widened
body to form pockets
showing that
the fluid
r to the contain steel, nylon, or rubber check balls. Most valve bodies consist
passages (“worm holes”).
or sprag t ypes,
des two of two or more cast sections that bolt together with a flat metal sepa-
e upside dow n
mines if
rect ly and w ill
rator plate between them. The upper section of the valve body is part
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Electronically controlled
automatic transmis-
sions/transaxles use
solenoids located in the
valve body to control line
pressure and to open
and close passages in the
valve body to control
shifts

Shift Linkage

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Shift Linkage

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Direct Shift Gearbox (DSG)

(or Dual Clutch Transmission)

Dual Clutch

Devender Kumar,MED,Thapar
University

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Layout of DSG

Odd numbered gears (1, 3, 5 and 7) are operated by a larger

outer clutch, while arranged concentrically within it a smaller
clutch drives the even numbered gears (2, 4 and 6).

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Multi-plate Clutch 1
Multi-plate Clutch 2
Dual Clutch
Inner
Crank shaft

Outer
Clutch Case Transmission shaft
Transmission shaft

Idler
2 4 6 1 3 5 R
Gear
selector
Output to
Differential

Dual Clutch
1

2 4 6 1 3 5 R

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Dual Clutch
1

2 4 6 1 3 5 R

Dual Clutch
2 1

2 4 6 1 3 5 R

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Dual Clutch
2 1

2 4 6 1 3 5 R

Dual Clutch
2

2 4 6 1 3 5 R

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Dual Clutch
3
2

2 4 6 1 3 5 R

Dual Clutch
3
2

2 4 6 1 3 5 R

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Dual Clutch
3
2

2 4 6 1 3 5 R

Advantages of DSG
• Due to the seamless gear changes of the DSG there is no loss of
torque from the engine.
• Shift-shock is almost eliminated.
• The speed at which the DSG gearbox changes gear is very quick,
with up-shifts of 8 milliseconds due to the next gear being pre-
selected prior to change.
• Gear changes are very smooth.
• The gear change is maintained, providing exactly the same gear
change speed, irrespective of throttle position or gearbox
mode.
• Best possible engine performance parameters are utilized.
• Vehicle acceleration is improved as compared to manual
transmission.

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Disadvantages of DSG
• The driver requires very sensitive use of the throttle to avoid unnecessary
down-shifts through the kick-down facility of the gearbox. This is done by
refraining from full throttle use or using the manual gear change facility
through the gear stick or paddles.
• The overall efficiency of the gear box is affected by the use of the wet clutches.
This can cause some loss of power when compared with a conventional
manual transmission system.
• The gearbox oil used in DSG gearboxes is very specific and requires changing at
more regular service intervals than a conventional gearbox. This increases the
cost of the vehicle using this type of gearbox.
• The cost to manufacture the DSG gearbox is greater than a conventional
manual gearbox, which leads to overall greater vehicle costs for the customer.
• Due to the multi-plate clutches, the torque handling ability of the DSG gearbox
is limited.
• The DSG gearbox is heavier than a conventional manual gearbox, which can
impact on the power to weight ratio of the vehicle.

Constantly Variable
Transmission
(CVT)

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Devender Kumar,MED,Thapar
University

Devender Kumar,MED,Thapar
University

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Constantly Variable Transmission (CVT)

High speed Medium speed Low speed

Constantly Variable Transmission (CVT)

Pitch Radius
Pitch Radius

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Constantly Variable Transmission (CVT)

• Most CVTs only have three basic components:

– A high-power metal or rubber belt

– A variable-input "driving" pulley
– An output "driven" pulley

• CVTs also have various microprocessors and sensors, but the

three components described above are the key elements that
enable the technology to work.

• The variable-diameter pulleys are the heart of a CVT. Each pulley

is made of two 20-degree cones facing each other.

Constantly Variable Transmission (CVT)

• The distance between the center of the pulleys to where the belt
makes contact in the groove is known as the pitch radius.

• When the pulleys are far apart, the belt rides lower and the pitch
radius decreases.

• When the pulleys are close together, the belt rides higher and the
pitch radius increases.

• The ratio of the pitch radius on the driving pulley to the pitch
radius on the driven pulley determines the gear.

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Constantly Variable Transmission (CVT)

• The introduction of new materials makes CVTs even more reliable

and efficient. One of the most important advances has been the
design and development of metal belts to connect the pulleys.
These flexible belts are composed of several (typically nine or 12)
thin bands of steel that hold together high-strength, bow-tie-
shaped pieces of metal.

• Metal belts don't slip and are highly durable, enabling CVTs to
handle more engine torque. They are also quieter than rubber-
belt-driven CVTs.

Constantly Variable Transmission (CVT)

• It is Unconventional transmission design.

• There is no fixed forward speeds.

• The gear ratio varies to match the best operating speed of

engine.

• Fitted with a one-speed reverse gear.

• CVT uses belts and pulleys.

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Constantly Variable Transmission (CVT)

• The constantly variable transmission (CVT) uses a pair of

cone-shaped pulleys connected by a metal belt.

• The key to the operation of a CVT system is a high-friction

drive belt .

• The belt, made from high performance steel, transmits drive

by thrust/push rather than tension/pull.

• The ratio of the rotations, or the gear ratio, is determined by

how far the belt rides from the centres of two pulleys.

Constantly Variable Transmission (CVT)

• The transmission can produce an unlimited number of drive

ratios.

• As the car changes its speed, the ratio is continuously

adjusted.

• Cars with this system are said to use fuel more efficiently
than cars with 4-6 gears.

• In the gearbox, hydraulic control is used to move the pulleys

and hence change the ratio.

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Constantly Variable Transmission (CVT)

• To achieve forward and reverse, a standard epicyclic gear

set is used.

• The drive belt transmits torque from the primary cone pulley
to the secondary cone pulley unit .

• The belt is V-shaped and consists of several hundred steel

elements held together by steel strips.

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Constantly Variable Transmission (CVT)

• The simplicity and stepless nature of CVTs make them an ideal

transmission for a variety of machines and devices, not just cars.
CVTs have been used for years in power tools and drill presses.
They've also been used in a variety of vehicles, including tractors,
snowmobiles and motor scooters. In all of these applications, the
transmissions have relied on high-density rubber belts, which can
slip and stretch, thereby reducing their efficiency.

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Constantly Variable Transmission (CVT)

• One pulley is the driven member and the other is the drive.

• Each pulley has a movable face and a fixed face.

• When the movable face moves, the effective diameter of the

pulley changes.

• The change in effective diameter changes the effective

pulley (gear) ratio.

• A steel belt links the driven and drive pulleys.

The good and the bad of CVT’s

• ADVANTAGES • DISADVANTAGES
 Decreases engine fatigue
 Limited torque capacity when
 Allows for an “infinite” number
of gear ratios, maintaining the compared with manual
engine in its optimum power transmissions.
range  Larger and more costly than
 More mechanically efficient manual transmissions.
than Automatic transmissions.
 Greater fuel efficiency than  Complacency by the automobile
both manual and automatic industry, unwilling to discard
transmissions.(Fuel savings of billions of dollars in
more than 17% have been development in MT & AT’s.
achieved).
 Cheaper and lighter than
Automatic trans.
 Smooth, responsive and quiet
to drive
 Newer CVT’s have a “manual”
option, giving the driver more
control, simulating a MT.
 CPU can be configured to suit a
wide range of driving modes
and styles.

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CVT Vs. Manual Transmission

Theoretical comparison under “ideal” conditions.

1991 FIAT UNO: M=1250kg 0-100 km/h

Torque=101.2 N-m
CVT MT
n=5700rpm
8.8 sec. 11.9 sec.

• The Continuously
Variable Transmission
(CVT) proved 35% more
efficient than the Manual
Transmission (MT).

• With same car and

engine, the CVT takes
only 75% of the time to
accelerate to 100km/h,
compared to the MT.

CVT Belt Va n D o o r n e S t e e l B e l t

The first metal belt system was introduced into the market place in 1987 as the Transmatic,
by Van Doorne’s Transmissie (VDT) of the Netherlands.

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CVT Belt Va n D o o r n e S t e e l B e l t

CVT Belt Va n D o o r n e S t e e l B e l t

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CVT Belt Va n D o o r n e S t e e l B e l t

• Almost all of today’s

belt driven CVT’s use
this design invented by
Dutch CVT specialist
Van Doorne.
• Maximum torque it can
withstand is around
200Nm (190hp).

Used in:
• Honda Civic HX
• Nissan Primera
• Toyota Prius
• Honda Insight
• BMW Minicooper
• Saturn Vue .

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Steel vee driven belt

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Cruise Control
Cruise control is a system that allows the vehicle to maintain a preset speed
with the driver’s foot off the accelerator. Cruise control was first introduced in
the 1960s for the purpose of reducing driver fatigue.

Electromechanical Cruise Control

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Electronic Cruise Control

Components of Electronic Cruise Control

1. Body computer (ECU) for Cruise Control
2. Control Switch
3. The brake or Clutch switch
4. Vacuum release switch
5. Servo

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Three safety modes are operated by the control module:

1. Rapid deceleration cut-off:

If the module determines that deceleration rate is greater than
programmed values, it will disengage the cruise control system
and return operation back over to the driver.

2. Wheelspin cut-off:
If the control module determines that the acceleration rate is
greater than programmed values, it will disengage the system.

3. System malfunction cut-off:

The module checks the operation of the switches and circuits. If
it determines there is a fault, it will disable the system.

The electronic cruise control system uses an electronic

module to operate the actuators that control throttle
position. Other benefits include:-

■ More frequent throttle adjustments per second.

■ More consistent speed increase/decrease when using

the
tap-up/tap-down feature.

■ Greater correction of speed variation under loads.

■ Rapid deceleration cut-off when deceleration rate
exceeds programmed rates.

■ Wheel-spin cutoff when acceleration rate exceeds

programmed parameters.

■ System malfunction cutoff when the module determines

there is a fault in the system.

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Hill Assist Function

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