TRANSMISSION SYSTEM DifferentialIntroduction Q_ The transmission is a device that is connected to the back of the engine and sends the power from the engine to the drive wheels. Q ~~ An automobile engine runs at its best at a certain RPM range and it is the transmission's job to make sure that the power is delivered to the wheels while keeping the engine within that range. Q __ It does this through various gear combinations. Q In addition to the various forward gears, a transmission also has a_ neutral position which disconnects the engine from the drive wheels, and reverse, which causes the drive wheels to turn in the opposite direction allowing you to back up.Transmission system @eEngine @Final Drive Stransaxle @, Front Wheel Drive Layout Torque Converter @Torque Converter @eEngine @Transmission @Final Drive Driveshaft Rear Wheel Drive LayoutTransfer Case for Four Wheel Drive Front Drive * Shaft Transfer fy Case Front Differential Op \q Rear Transmission Rear DifferentialManual Transmission FROM ENGINE ©2003 HowStuffWorksPurposes Served by Transmission System: « Provides the mechanical advantage (required torque) to drive vehicle under different road & load conditions. « Convert the forward motion into reverse to move vehicle backward. « Provides a neutral position to disallow the power flow from engine to rest of the power train. « Divert power flow at right angles. « provides speed variation as required. «+ Transmit power flow at varied angles and length.Type of Transmission System Q Manual Transmission system. "1 Q_ Automotive Transmission system.Manual Transmission System In manual transmission system, the vehicle is driven with the assistance of gearshift and foot clutch. Transmission system consists of the following components: 1. Clutch system. 2. Transmission or Transaxle. Drive shaft Differential. 5. Drive Wheel.Clutch In vehs with manual transmission or transaxle, the power from the engine flows through the clutch. It acts as a bridge between engine and transmission system. Engage or disengage power flow in between engine and transmission system as per requirement. It is located between the engine flywheel and the transmission or transaxle.The clutch have four functions: + It can be disengaged to allow engine cranking and to permit the engine to run freely without delivering power to the transmission. « While disengaged, it permits the driver to shift the transmission into various gears. While engaging, the clutch slips momentarily to allow smooth engagement and lessens shock on gears, shafts, and other drive-train parts. > When engaged, the clutch transmits power from the engine to the transmissionClutch construction The typical clutch consists of three basic parts Qa Diaphragm Clutch Flywheel Engine flywheel Clutch cover Friction disc Diaphragm Spring Pressure plate ee, to Transmission Throw-out Bearing Pressure plate Click here to | Clutch an Werks How a clutch engages and releasesClutch construction Q An important part of the engine, is also the main driving member of the clutch. Q_ Eriction disc. The friction disc is the driven member. It is about 12 inch or less in diameter and splined to the clutch shaft or transmission input shaft. Q Pressure Plate. The pr plate, with one or more springs, attaches to the clutch cover - the whole assembly is bolted to the flywheel and rotates with it.Clutch construction Pressure plate must squeeze the clutch disc onto the flywheel with sufficient force to transmit engine torque efficiently. It must move away from the clutch disc so the clutch disc can stop rotating, even though the flywheel and pr plate continue to rotate. When the clutch pedal is pressed down, the Release Bearing moves toward the flywheel. It pushes in against the pressure plate's release fingers and moves them against the Diaphragm Clutch force of the plate’s springs. This action moves the sr on pressure plate away from the clutch disc, interrupting eee ne the flow of power and reducing friction. The transmission input shaft has the same centre line as eee the engine crankshaft. Bearing ‘ek Cluteh How a clutch engages and releasesRIVETS PLATE SPLINED FRICTION _~% RING fo DRIVE WASHER HUB FLANGE FACINGS STOP PIN DAMPENING SPRING CUSHION SPRINGRELEASE BEARING BEARING CARRIER (SLEEVE) RELEASE LEVER STRUT RELEASE-LEVER SPRINGENGINE CRANKSHAFT DIAPHRAGM PRING CLUTCH DISC PRESSURE PLATE go SERVO \ TRANSAXt HYDRAULIC RELEASE FORK LINE eneTAPERED FINGERS FLYWHEEL ) SPRING PIVOTS 3 ON THIS PIVOT SPRING ONT pise~. SPRING PRESSURE + FORCE PLATE 1A) DIAPHRAGM. SPRING B) CLUTCH ENGAGED SPRING FORCE c RETRACTING SPRING PIVOT-RING RETAINING RIVET RELEASE BEARING FORCES SPRING iN THIS D'RECTION ‘SPRING PIVOTS ON THis RING CLUTCH DISENGAGEDSingle plate friction clutch To the gear bo: aeClutch Operation Q When the clutch pedal is depressed, the clutch fork (connected through a linkage to the clutch pedal) pushes the release or throw-out bearing and clutch is disengaged , the drive member turn independently of the driven member and the engine is disconnected from the transmission. Q When the clutch pedal is released, the clutch is engaged, the pr plate moves toward the flywheel and the clutch disc is squeezed between the two revolving driving members and forced to turn at same speed. Q_ The typical friction disc travels only about 0.060 inch (1.5 mm).Clutch Operation Q Clutch facings are made of cotton and asbestos fibers woven or molded together, saturated with resins or other binding agents. Q Sometimes, copper wire is woven or pressed into the facings of friction disc to give them added strength. Q Some friction discs have ceramic metallic face.Transmission and Transaxle Transmission or Transaxles is a vital link of the power train of any modern vehicle. It consist of parallel set of metal shafts on which meshing gear sets of different ratios are mounted. It can * Provide the torque needed to move the vehicle under a variety of road and load conditions. * Be shifted into reverse so the vehicle can move back ward. * Be shifted into neutral for starting the engine and running it without turning the driving wheels.Transmission Vs Transaxle Q Transmission Vehicles propelled by the rear wheels normally use a transmission. Transmission gearing is located within the transmission case which is normally located in the front of the vehicle and back of an engine. Q Transaxle When the transmission and the drive axle are combined in one unit, it is called a "transaxle." The transaxle is the special power transfer unit commonly used on front wheel drive vehicles. A transaxle combines the transmission gearing, differential, and drive axle connections into a single case Al housing located in the front of the vehicle and side of an engine. Q Most manual transmission and transaxles are constant mesh, fully synchronized units. Q Constant mesh means that whether or not the gear is locked to the out put shaft, it is in mesh with its counter gear. All gears rotate in the transmission as long as the clutch is engaged. Q_ Fully synchronized means the unit uses a mechanism of brass rings and clutches to bring rotating shafts and gears to the same speed before shifts occur. This promotes smooth shifting.Synchronizers Synchronizers are used to prevent gear clash during gear shifting. In Manual transmissions in modern passenger cars use synchronizers to eliminate the need for double-clutch. Q To allow the collar and the gear to make frictional contact > before the dog teeth make contact. This lets the collar and the gear synchronize their speeds before the teeth need to engage. QO They ensure that the gears and sliding sleeves about to mesh rotate at the same speed. e They have synchronizing cones and synchronizer rings - three keys fit into slots in the synchronizer hub that is splined to the output shaft e The keys have raised sections that fit the detent groove in the sleeve © Atypical first gear ratio is 4:1 and overdrive ratio is 0.8:1, that of reverse gear is 3.5:1FROM ENGINE ©2003 HowStuffWorksStrut detent Synchronizer ring Himega,y Output shaft Clutch gear with cone peters hub vA vA Gear wheel Sliding sleeveDrive Line Drive line is an assembly of one or more drive shafts, universal joint and slip joints. It transmits torque through varying angles and distances from one shaft to another. * Drive Shaft It transmit torque smoothly while rotating , changing length and moving up and down. @ : —— [__ 295mm _"s| 4091001 Our big drive shaft Prcwages frsrrode ofr apes“+ Universal Joint. It allows driving torque to be carried through two shaft that are at an angle with each other. The universal joint is basically a double-hinged joint consisting of two Y shaped yokes , one on the driving or input shaft and the other on the driven or out put shaft plus a cross-shaped called cross. A yoke is used to connect the Y joint together. trunnion bearing“Slip Joint: It has out side splines on the shaft and matching internal splines in a matching hollow shaft or yoke. When assembled, the splines cause the shafts to rotate together while they can move back and forth. This serves to adjust the length of the propeller shaft when demanded by the rear axle movements.Differential The differential is a geared mechanism located between the driving axles of a vehicle. It functions as follows: a. The differential allows the drive wheels to rotate at different speeds when negotiating a turn or curve in the road and redirects the engine torque from the drive shaft to the rear drive axle shafts. b. It also allows both axles to turn at the same speed when the vehicle is moving in a straight line. c. Also allow power transfer at right angles.Differential Lock Q In conventional differential if one of the wheels slips - all the power is transferred to that wheel (since grip is less). Ultimately the vehicle becomes stationary. Q This is overcome with differential lock which prevents slipping of gears on the wheel sides facing more traction or grip on the road.In practice, a differential lock works either by clutching the drive-shaft gears to the differential case, forcing them to rotate at the same speed as the case itself, or by locking the differential pinion gears so that they cannot rotate on their shafts (again forcing the drive-shafts to rotate at the same speed). Dog clutches are usually used for this and because of the nature of dog clutch design this means that it is impossible to engage the device while the drive is under any pressure and the vehicle therefore has to be brought to a standstill first. Caution has to be exercised in providing a differential lock, since all the available torque - not just half of it as would be the case with ordinary differential systems - will be applied to whichever road wheel has the better grip. Corection t peratingWhat does a limited slip differential(LSD) do? A limited slip differential allows for more efficient handling and improved performance. It transfers engine power to the wheels that are getting the most grip on the ground using a mechanical system, electronics or a combination of the two. Limited slip differentials are "torque sensing." Meaning they can shift torque to a car's drive wheels with the most amount of traction and limit the wheel with the least amount of traction.The multi-plate limited slip differential prevented all torque from being lost if one wheel was unable to find any grip. When there was relative movement between the wheels and their drive- shafts, the rotating pinions would try to puch themselves away from the driveshaft gears; when this happened the multi-plate clutches did not lock the assembly completely but they did provide enough friction to limit the degree of wheel spin so that torque could still be delivered to the "good" wheel.Important to Remember Q When engaged, the wheel differential lock will cause the vehicle to under steer, meaning that the vehicle will not turn as quickly, and more steering effort will be required. Qa Do not use the wheel differential lock when traveling downhill. This will ensure maximum control of the vehicle. Q Use the wheel differential lock only at speeds less than 25 MPH. Q The differential lock should only be engaged when the vehicle is stationary.Engagement of the wheel differential lock while wheels are rotating at different speeds (differentiation) may cause shift fork scoring and bending, clutch teeth to fail and/or axle shaft shock failures. This system should only be used when poor traction is encountered; it must be disengaged when traveling on solid road surfaces. Operating the wheel differential lock in the engaged "lock" position of sold surfaces while turning corners (differentiating), may cause clutch jump out damaging shift system components. The wheel differential lock may not disengage immediately due to torque “wrap up". This wrap up can occur when the system is disengaged while the vehicle is operating on surfaces such as sand, mud or even snow.Drive axle The drive axle assembly transmits torque from the engine and transmission to drive the vehicle’s wheels. The drive axle changes the direction of the power flow, multiplies torque, and allows different speeds between the drive wheel.Constant Velocity( CV) joint These joints are used to transfer uniform torque at a constant speed, while operating through a wide range of angles. Types of CV Joints: a. By position ( inboard or outboard). b. By function ( fixed or plunge). c. By design ( ball type or tripod).Constant Velocity( CV) joint Inner CV Joint Spline to TransaxleHalf shafts and CV Joints A half shaft assembly consists of an inner plunging tripod joint, a solid driveshaft and an outer fixed ball CV joint. Fixed ball ee “outer” Joint Plunging “inner” Tripod Joint HOUSING CLAMPS CLAMPS ROLLER BALLS CAGE Boot Boot HOUSING INNER TRIPOD BOGE (SPIDER) OUTER CV JOINT INNER CV JOINT OTestingAutos.comBALLS GROOVES bien 7 DRIVEN SHAFT = HOUSING (TULIP) TRIPOD CV-JOINT CONSTRUCTION SPIDER PLANE DRIVEN SHAFT DRIVE SHAFT (HALFSHAFT) (STUB SHAFT) eee ASSEMBLYAutomatic Transmission In case of the automatic transmission system, the gears are changed automatically corresponding with the vehicle's speed. The basic components essential for this process are torque converter, Clutch housings, planetary gears, computer, seals and hydraulic designs. Bell Housing Clutch Housings Output Shaft aid ‘Sun and Friction Plates Planetary Gears Torque Converter— ed AUTOMATIC TRANSMISSION \, rele et Ti ' . ocakTorque Converter A fluid coupling that transmits engine torque to the transmission without a direct mechanical connection. It has curved vanes that reduce the ‘bounce back’ effect. The function of a TC as follows: Q ~~ Automatically engage and disengage transmission. Frywheet (Connects engine) Shaft (Connectsto the turbine hub) Pump (Fed 1 eusing? Turbine Stator engine to Q_~ Absorb shock while changing gears. Q-~ Multiples torque under load.Components of TC ROTOR Cc Q Impeller or pump — The driving member in the torque converter is the impeller or pump. It is connected to engine crankshaft. The impeller rotates Fyeeal Turbine output shaft (cannes to engine) (connects to transmission) at engine speed. Q ‘Turbine — The driven member is called a turbine. The turbine is connected to the transmission input ‘Stator outpat shat shaft. (connects ofaad shah Q Stator - The stator is placed In transmission) between the inner ends of The impeller and turbine vanes. Redirects flow of Pump fluid from the turbine to the impeller. etieheotna Mounted on a one-way roller clutch and can only rotate in the forward direction The pump section of the 4 torque converter is attached to the housing. weerWorking of Torque Converter Q The pump inside a torque converter is a type of centrifugal pump. As it spins, fluid is flung to the outside. As fluid is flung to the outside, a vacuum is created that draws more fluid in at the center. Q The fluid then enters the blades of the turbine, which is connected to the transmission. The turbine causes the transmission to spin, which basically moves your car. You can see in the graphic below that the blades of the turbine are curved. This means that the fluid, which enters the turbine from the outside, has to change direction before it exits the center of the turbine. It is this directional change that causes the turbine to spin. Q The stator resides in the very center of the torque converter. Its job is to redirect the fluid returning from the turbine before it hits the pump again. This dramatically increases the efficiency of the torque converter. 2 Coupling occurs when the turbine is turning as fast as the pump a Torque multiplication occurs in the torque converter because of the action of oil and the stator vanes Torque multiplication is needed for acceleration and occurs only when the impeller turns faster than the turbine Some torque converter has dual stators - provides greater torque multiplication a Normally, the impeller turns faster than the turbine - the difference of speeds is known as the slippageClutch Housings Gear shifting is accomplished by a series of Clutch Housings that contain inner and outer geared Friction Plates. As a Clutch housing is activated, the friction plates lock-up and transfer energy from an outer housing to an inner housing and from there through various gear ratios to the main shaft. Once the transmission reaches a specific speed, the next gear housing is activated to shift gears.Planetary gear set There is a simple epicyclic gear train arranged as an external part of the torque converter. Energy traveling down the main shaft reaches the Sun and Planetary Gear housing where it is transferred to the Output Shaft and on the Drive Shaft. It has three or four forward speeds. Functions : Q Provide under drive, overdrive, direct drive and reverse in one gear unit. Q When one member is held torque and/ or direction is affected. QQ When two members are held direct drive is achieved. GQ The sun and planetary gear housing and clutch housing assemblies allow for multiple drive gears as well as changing the out put direction when the transmission is shifted into reverse.Output Shaft and Planet Carrier PLANETARY GEAR SYSTEM Side ViewPlanetary gearset = Spence Components : Le Q_ Sun gear el Q_ Planetary pinion gears and carrier °*** at" Q Internal ring gear ee ‘Butch Piston PLANETARY GEAR SYSTEM Side View PLANETARY GEAR SYSTEM PLANETARY SUN GEAR 0 aneraty — RUNETARY —aNETatY rNIoN cataien ENG GEARPlanetary gear sets are controlled by bands, one-way clutches, and multiple disc clutches. Bands and multiple disc clutches are operated by springs and fluid pressure The band is lined with friction material.One end of the band is anchored to the transmission case and the other end is linked to a servo Servo is a hydraulic device that converts hydraulic pressure into mechanical movementPlanetary gear set types Q Simple Q Simpson Q Ravigneauxr 5 Simple : Planetary gear set Ravigneaux Planetary gear set Simpson Planetary gear setSimple Gear Train One sun, one carrier, one ring gear: can provide unde! drive (reduction), overdrive, direct drive, reverse o} neutral. Action | Ratio Input Held (reaction) Output UD. | 3.331 sun Ring Carrier UD. | 1.43:4 Ring ‘Sun Carrier 0.0. | 0.33:1 | Carrier Ring ‘Sun OD. 07:1 Carrier ‘Sun Ring R-UD. | 2.33: Sun Carrier Ring R-0.D. | 0.43: Ring Carrier, ‘Sun Direct 11 ‘Any two members locked together, no reaction Neutral | NA No member heldSimpson Gear Train Q Two planetary gear sets with a common sun gear; Consists of one sun, two planet carriers and two Ring gears Q_ Provides first and second under drive, direct drive and reverse. Gear Ratio ]Input Held (reaction) | Output range First 27:1 [Frontring | Front carrier ‘Sun Sun Rear carrier Rear ring Second |1.5:1 |Frontring |Sun Front carrier Third 4:1 |Frontring [None Front carrier and sun Reverse |1.9:1 [Sun Rear carrier Rear ringRavigneaux Gear Train Q_ siIt has an internal gear, two sets of planet pinions (long and short), two sun gears (forward and reverse), and a planet pinion carrier - also called a compound planetary gear set. Provides under drive, overdrive, direct and reverse. More compact than the Simpson gear train. Capable of more torque transfer. Three output members. Me te ate ot oe eeRavigneaux Gear Train Gear Ratio Input Held Output Idler Free range (reaction) First 2.4:1 | Small Carrier Ring | Short | Large sun pinion sun Second 22:1 Small Large sun | Carrier 1st stage sun (ring) Second | 0.67:1 | Carrier | Large sun Ring Overall ratio 2nd stage Is 1.47:1 Third ae Large Na Ring and small sun Fourth 0.67:1 | Carrier | Large sun Ring Small sun Reverse | 2.0:1 | Large Carrier Ring | ‘Smallo The hydraulic system provides the pressurized fluid to operate the automatic transmission > It supplies fluid to the torque converter > It directs pressurized fluid to the band servos and multiple disc clutches > It lubricates the internal parts > It removes heat generated by the torque converter and other moving parts The automatic transmission system is filled with automatic transmission fluid (ATF) - SAE 20 The major components in the hydraulic system include The oil pump Band servos Multiple disc clutches The valve body and governorMay have electronic control. It is responsible for engaging or disengaging the clutches and gears. a When the automatic transmission gear is engaged from the start position, the vehicle starts moving in first gear a The transmission then up-shifts into higher gears as the accelerator pedal is depressed by the driver a When decelerating, the transmission disengages the torque converter clutch (TCC) and automatically down-shifts it in first gear as the vehicle stopsWorking of Automatic Transmission Q The power side of the torque converter pushes transmission fluid into the blades of the opposite half of the torque converter to drive the transmission. The torque converter and the transmission fluid create a liquid joint between the engine and transmission. With the engine running, and the transmission in Drive, the vehicle will not move forward until you release the brakes. When moving and you apply the brakes, the liquid joint allows the engine to continue running and only the transmission is stopped. Q Power Steering Fluid acts as a lubricant, as a cleaner and also as a method to dissipate heat inside the transmission housing. Gear shifting is accomplished by a series of Clutch Housings that contain inner and outer geared Friction Plates. As a Clutch housing is activated, the friction plates lock-up and transfer energy from an outer housing to an inner housing and from there through various gear ratios to the main shaft. Once the transmission reaches a specific speed, the next gear housing is activated to shift gears. Q Energy traveling down the main shaft reaches the Sun and Planetary Gear housing where it is transferred to the Output Shaft and on the Drive Shaft. The sun and planetary gear housing and clutch housing assemblies allow for multiple drive gears as well as changing the output direction when the transmission is shifted into reverse.S ona gear shift When shifted into the Sport Mode, the engine delivers higher RPMs with the transmission in a lower gear, so the drive is sportier and more responsive. However, exactly what the sport mode will do to your vehicle depends on the model. In most car models, the sports mode will only change the automatic transmission settings, while some will change both engine performance and suspension. Sport mode is reserved for those moments when you need more power, or you are looking to gain added handling through tight corners. Benefits of Driving in Sport Mode 1. More Horsepower/Torque 2. Improved Throttle Response 3. Tighter Steering 4. Stiffer Suspension Disadvantages of Driving in Sport Mode 1. Reduced Fuel Economy 2. More Engine WearTorque Converter Transmission | OFCIUCN Engine AC Differential ert SS ee Beve, cv doints vs, \ UniversalManual transmissions Vs Automatic transmission 2 iS iS ae OS a Selection of gear ratios Fuel economy Clutch vs Torque converter SFMDCa Driving uphills Control over the vehicle Concentration and fatigue of driver Cost MaintenanceManual transmissions Vs Automatic transmission Q_ MT generally offer a higher selection of gear ratios. Vehicles with MT offer a 5-speed or 6-speed, whereas the AT option would typically be a 4-speed. Q_ MTs generally offer better fuel economy than ATs ranging from 5% to about 15% depending on driving conditions and driving habits. Q The MTs couples the engine to the transmission with a rigid clutch instead of the TC on an AT. Q == On uphill roads cars with AT need to slow down to avoid downshifts, whereas cars with MT and identical or lower engine power are still able to maintain their speed.Manual transmissions Vs Automatic transmission QQ MT can also be put into required gear ahead of time, to make rapid acceleration, such as when overtaking on the highway, more instantaneous. Q_ The driver has more direct control over the car with a MT than with an AT. Q_> MT require a bit more concentration, especially in heavy traffic situations on the other hand the AT simply require the driver to speed up or slow down as needed. Q_= MT can cause fatigue, and is more difficult for weak or injured people to drive. AT can be driven with only one foot, people with one leg that is missing or impaired can still drive, unlike the MT that requires the use of two feet at once.Manual transmissions Vs Automatic transmission Q Vehicles with MT are cheaper than AT Q> MT don't need as much maintenance as AT and when they do, the repair costs are much cheaper. Q MT boxes are lighter than AT.How does VVT work? The VVT varies the timing of opening and closing of valves for multiple engine speeds. At high speed, the Inlet valves open quite earlier so that more air-fuel mixture or ‘charge’ enters the cylinders. This helps to increase engine’s breathing which also improves its ‘ volumetric efficiency ’ to a large extent. In automotive, several methods of varying the valves' lift and timing have been employed. Toyota's VVT is a cam phasing system, which is one of the most common in use. It uses a variator, which is hydraulically-controlled, to change the size of the inlet and exhaust valve openings, which also affects the duration of those openings as well. In dual overhead camshaft engines, this allows the timing of each opening (inlet and exhaust) to be controlled through simple manipulation of the size of the cam lobe being used against the valve lifters. Adding the "intelligent" part to VVT, VVT-i improves the timing control further by not only varying the intake valve opening and closing height and duration through the camshaft and lifters, but also by further controlling the duration through change in the camshaft's rotation itself. On a duel overhead camshaft system (DOHC), this allows control of the overlap time between intake and exhaust valve closing and opening. The system works by using a variable-speed head for the camshaft. This head, or camshaft gear, is where the timing system (belt, scissor-gear, or chain) give the rotational force to the camshaft itself. The gear head is a hollow structure in which oil pressure can be raised or lowered to allow a two-piece floating system to speed up or slow down the head's rotation in relation to the actuator.i Short duration Long duration cai cam Low rpm High rpm roller followerInlet Camshaft Control Fluted Variator Housing VVT Actuator Oil Control Valve Exhaust Camshaft Fluted Variator Rotation . Oil Pressure st @ wane (Phase Advance)erat een Peace aut ae hero erated eee ec eed advanced closing of inlet valve erryTe A Ae item el tae mile >VVT system improves volumetric efficiency of engine at low and middle engine speeds by closing the intake valve early OEE ea eal ea PD Meee ete ml eel mm ele emda Re AaNo EGR Effiect as the Pay Internal EGR effect due to advance advance opening of inlet valve eu Reem eed Tnternat PereyBenefits of VVT- Lowered Nox by Internal EGR effect Rem CAC Ot LAA UU ALR aC hoe >Intake valve opens before completion of exhaust stroke(closing of CGE ENC) >This allows some amount of exhaust gases to mixed with fresh air. PINE Meme ai eeu ee Meee UMM eee el) Erle [Tee >This is known as internal EGR effect of VVT.The Difference Between VVT And VVT-i Engines * Variable Valve Timing or VVT is the timing for which the valves open. The VVT system controls the duration for which the intake and the exhaust valves open and the incline of the lift. All this activity happens within the engine while it's operating. The valve timings of a VVT engine vary according to the engine speed and load. The valves only open as much as the engine needs, based on the speed and the load. These minor changes in the intake and exhaust valves make a significant difference to engine performance, efficiency, and power. *VVT-i, where the | stands for intelligence, is an implementation of VVT technology along with microprocessors to control VVT functionality using actuators. The adjustments in overlap time enabled by VVT-i are responsible for many of its key benefits.VERT cD Advantages of VVT-i Engines * WT-i is one of its main advantages is how it improves vehicle’s efficiency. * It helps with slow emissions and combustion, which proves to be economical. * The VVT-i is designed in a way that’s highly reliable and easy to adapt to pre-existing engine designs. * VVT-i enhances the vehicle's performance greatly by increasing the torque and the output as well. Drawbacks of VVT-i Engines * A higher upfront cost for maintenance. * The technology is mainly dependent on oil pressure via the actuators. If there is a malfunction in the system due to dirt particles or sludge, the system will come to a standstill. * The system is mainly dependent on just a couple of components, and even a slight malfunction in those parts will lead to inconvenience and difficulties.CWT * The newer generation VVT design implements ‘Continuous Variable Valve Timing’ or CVVT system. CVVT varies the valve timing continuously (or infinitely) which is digitally controlled by the engine ECU. It optimizes the valve timing for all engine speeds and conditions. Although there are different mechanisms to achieve the variation, this is mainly accomplished by using a ‘variable-timing camshaft’ and solenoid valves. * Apart from this, the CVVT uses the flexible hydraulic connection between the camshaft and its sprocket. It is operated by engine oil pressure and a solenoid-operated oil control valve which is controlled by the engine’s ECU. It moves the camshaft ahead and advances the timing of the opening of the valves. * The CVVT has the mechanism of rotating the rotor vane with hydraulic force generated by the engine oil supplied to the advance or retard chamber in accordance with the CVVT oil control valve controlHonda VTEC System High Performance — ™ Cornish sages toon Operation (high rpm) _ the araer center Secondary Rocker Arm Primary Mid Rocker Ue Normal Operation High 5, Rextommancs ¥@ amshat Normal a ‘iin creronWorking of VTEC * While in a traditional engine, the camshaft that opens and closes the valves has lobes which are all of the same sizes. In comparison, however, Honda’s VTEC engine is equipped with camshafts that have different sized lobes: Two standard-sized outer lobes and a larger centre lobe. At lower rpm, only the outer lobes are controlling the valves. As the engine begins to spin more quickly, the centre lobe takes over and the valves open sooner and close later, which results in a sudden burst of speed and better performance, which some of us often refer to as the “VTEC kicking In”. Thus, the VTEC is responsible for switching between fuel-saving Operating mode to performance operating mode. This is done by switching between a smaller lobe profile at low engine speeds for better fuel consumption and leaner fuel burning, and a larger lobe profile at higher speeds to achieve speeding up the valve which allows for a further and longer valve opening time and hence the desired power. This switch from the low profile cams too the high profile cams is done via a locking pin which connects the two independent cam lobes at certain engine speeds.From VTEC to i-VTEC *To continue evolving the VTEC technology for the needs of the customer, Honda developed the i-VTEC system. The “i” represents the intelligent VTEC system and is an innovation that is coupled with Honda’s latest four cylinder petrol engines. The ‘intelligent’ combustion control technologies give outstanding fuel economy, cleaner emissions and reduced weight along with high output at all speed ranges. The design cleverly combines the highly renowned VTEC system as explained above with the Variable Timing Control Technology (VTC). With VTC blended, the i-VTEC can advance and retard the inlet valve opening by altering the phasing of the inlet camshaft to best match the engine load at any given moment. The two systems work in unison under the close control of the engine management system which ultimately delivers a better, more powerful, efficient and cleaner fuel consumption. The i-VTEC technology as an innovation offers the highest level of flexibility since it is able to fully maximize engine potential in any circumstance.By using i-VTEC, the engines have advantages like: Q Cleaner emissions Q Outstanding fuel economy Q Less weight with high output at all RPMs Q Increased engine power at higher RPMs Q Improved engine efficiencyWhat is VVL / VVEL / VVTL? *The term VVL stands for ‘Variable Valve Lift’ while VVEL stands for ‘Variable Valve Event and Lift’. The term VVTL stands for ‘Variable Valve Timing and Lift’ which is an advanced supporting system to alter the ‘lift’ of the valves. Nowadays, the ‘VVL’ system is being increasingly used in combination with ‘Variable Valve Timing’ (VVT) systems to improve the performance. Additionally, this design also alters the lift (or travel) of the inlet valves along with valve timing depending upon the engine’s speed. Thus, it facilitates ‘low-lift‘ of inlet valves during idling or slow speeds and ‘high-lift‘ at high speeds. Also, it provides precise control of the valves while opening/closing. Additionally, to conform to stricter emissions norms, manufacturers have developed many other supportive systems. These are electro- mechanical or electro-hydraulic valve-lifters and cam-less valves systems etcDifferent manufacturers use custom acronyms for their VVT systems which are as follows: Acronyms. Full Form Company SL. Acronym Continuous Variable Valve Renault 20 ewr Timing Continuous Variable Valve ak 2 ewr Timing aor si ere Variable Cam Timing Ford 7 Variable Valve Timing Suzuki : Variable Valve Timing Volkswagen Dual Continuous Variable cm 6 = pever Cam Phasing10 a 2 Different manufacturers use custom acronyms for their VVT systems which are as follows: Never svt MIVEc ievTec Variable Valve Timing (inteligent) Variable Timing and Valve Train Nissan-Variable Cam Timing ‘Sequential Valve Timing Mitsubishi Innovative Valve timing Electronic Control Inteligent - Variable Valve Timing and Lift Electronic Control Toyota Hyundai Nissan Mazda Mitsubishi Honda, Acura B uu 5 Camtronic VANOS Valvelift Voriocam Variable Nockenwellensteverung Mercedes Benz BMW ‘AudiHow Does a CVT work? * While a traditional transmission uses a wide variety of intricate parts to shift between a range of preset gears, most CVT systems work through a pulley system. In short, this system consists of cones at each pulley connected via a chain belt. The cones can move to increase or decrease the belt diameter to change gear ratios, allow for quick shifting into the needed ratio for increased power, and boost fuel economy. * One pulley in the CVT is connected to the engine and the other directs power to the wheels. The width of these pulleys changes based on the needed power; as one gets larger, the other gets smaller. This allows a CVT to deliver strong and seamless accelerationThe main components that make up an automatic transmission include: Planetary Gear Sets which are the mechanical systems that provide the various forward gear ratios as well as reverse. The Hydraulic System which uses a special transmission fluid sent under pressure by an Oil Pump through the Valve Body to control the Clutches and the Bands in order to control the planetary gear sets. Seals and Gaskets are used to keep the oil where it is supposed to be and prevent it from leaking out. The Torque Converter which acts like a clutch to allow the vehicle to come to a stop in gear while the engine is still running. The Governor and the Modulator or Throttle Cable that monitor speed and throttle position in order to determine when to shift. On newer vehicles, shift points are controlled by Computer which directs electrical solenoids to shift oil flow to the appropriate component at the right instant.