New Seminar Nilo

Project Report 2013-14 Automatic Transmission System
Dept.of Automobile Engineering 1 J DT I slam Polytechnic Clt-12

ACKNOWLEDGEMENT

We proudly utilize this opportunity to express our grateful
thanks and sincere to our project guide Mr. MUJEEB RAHMAN.K
(Instructor in automobile engineering department).
We are grateful very much to Mr. MUHAMMED SALEEM.I.P
(Head of automobile engineering department).
We express our thanks to Mr. NITHIN, Mr. SAJID and other
automobile engineering department staffs for their devoted help and
inspiration for the completion of the project work.
We extend our thanks to all of our friends and classmates
without whose help, this would not have been success.


GROUP MEMBERS
JASEEL .C.P
JOSEKUTTY JOSEPH
DONY.V
HASIL.T
HIDAYATHULLA
DIPINLAL.V
HARIS .C
JUMAN SHAFIL
ARUNRAJ .A


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
2. COMPARISON WITH MANUAL TRANSMISSION
3. AUTOMATIC TRANSMISSION MODES
4. HYDRAULIC AUTOMATIC TRANSMISSION
TORQUE CONVERTER
PUMP
PLANETARY GEAR SET
VALVE BODY
HYDRAULIC LUBRICATING OIL
GOVERNER
5. COST OF PROJECT
6. CONCLUSION
7. REFERENCE


INTRODUCTION
An automatic transmission (also called automatic gearbox) 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. Most automatic transmissions have a defined
set of gear ranges, often with a parking pawl feature that locks the
output shaft of the transmission stroke face to keep the vehicle from
rolling either forward or backward. Similar but larger devices are also
used for heavy-duty commercial and industrial vehicles and
equipment. Some machines with limited speed ranges or fixed
engine speeds, such as some forklifts and lawn mowers, only use a
torque converter to provide a variable gearing of the engine to the
wheels.
Besides automatics, there are also other types of automated
transmissions such as a continuously variable transmission (CVT) and
semi-automatic transmissions, that free the driver from having to
shift gears manually, by using the transmission's computer to change
gear, if for example the driver were redlining the engine. Despite
superficial similarity to other transmissions, automatic transmissions
differ significantly in internal operation and driver's feel from semi-
automatics and CVTs. An automatic uses a torque converter instead
of a clutch to manage the connection between the transmission
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.
The first automatic transmission was invented in 1921 by Alfred
Horner Munro of Regina, Saskatchewan, Canada, and patented
under Canadian patent CA 235757 in 1923. The first automatic
transmissions using hydraulic fluid were developed by General
Motors during the 1930s and introduced in the 1940 Oldsmobile as
the "Hydra-Matic" transmission. They were incorporated into GM-
built tanks during World War II and, after the war, GM marketed
them as being "battle-tested".


COMPARISON WITH MANUAL TRANSMISSION
An automatic gearbox is one type of motor vehicle transmission
that can automatically change gear ratios as the vehicle moves,
freeing the driver from having to shift gears manually. This
transmission utilizes several key parts, which are not found in a
manual transmission, in order to work properly. These include the
torque converter, valve body, pump, and clutch bands. Automatic
transmissions are almost always less energy efficient than manual
transmissions, due mainly to viscous and pumping losses; both in the
torque converter and the hydraulic actuators. A relatively small
amount of energy is required to pressurize the hydraulic control
system, which uses fluid pressure to determine the correct shifting
patterns and operate the various automatic clutch mechanisms.
Manual transmissions use a mechanical clutch to transmit
torque, rather than a torque converter, thus avoiding the primary
source of loss in an automatic transmission. Manual transmissions
also avoid the power requirement of the hydraulic control system, by
relying on the human muscle power of the vehicle operator to
disengage the clutch and actuate the gear levers, and the mental
power of the operator to make appropriate gear ratio selections.
Thus the manual transmission requires very little engine power to
function, with the main power consumption due to drag from the
gear train being immersed in the lubricating oil of the gearbox.


AUTOMATIC TRASMISSION MODES
Conventionally, in order to select the transmission operating
mode, the driver moves a selection lever located either on the steering
column or on the floor (as with a manual on the floor, except that
most automatic selectors on the floor do not move in the same type of
pattern as a manual lever; most automatic levers only move
vertically). In order to select modes, or to manually select specific
gear ratios, the driver must push a button in (called the shift lock
button) or pull the handle (only on column mounted shifters) out.
Some vehicles position selector buttons for each mode on the cockpit
instead, freeing up space on the central console. Vehicles must have
the modes ordered P-R-N-D-L (left to right, top to bottom, or
clockwise). Prior to this, quadrant-selected automatic transmissions
often used a P-N-D-L-R layout, or similar. Such a pattern led to a
number of deaths and injuries owing to driver error causing
unintentional gear selection, as well as the danger of having a selector
(when worn) jump into Reverse from Low gear during engine braking
maneuvers.
Automatic transmissions have various modes depending on the
model and make of the transmission. Some of the common modes
include:

Dept.of Automobile Engineering 10 J DT I slam Polytechnic Clt-
12

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

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practical), which must be placed in neutral with the air-operated
parking brakes set.
Most automobiles require P or N to be set on the selector
lever before the engine can be started. This is typically achieved
via a normally open inhibitor switch (sometimes called a
"neutral safety switch") wired in series with the starter motor
engagement circuit, which is closed when P or N is selected,
completing the circuit (when the key is turned to the start
position), along with any other safety devices which may be
present on newer cars (such as a foot-brake application).

Reverse (R)
This engages reverse gear within the transmission,
permitting the vehicle to be driven backward, and operates a
switch to turn on the white backup lights for improved visibility
(the switch may also activate a beeper on delivery trucks or

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other large vehicles to audibly warn other drivers and nearby
pedestrians of the driver's reverse movement). To select reverse
in most transmissions, the driver must come to a complete stop,
depress the shift lock button (or move the shift lever toward the
driver in a column shifter, or move the shifter sideways along a
notched channel in a console shifter) and select reverse. Not
coming to a complete stop may cause severe damage to the
transmission. Some modern automatic transmissions have a
safety mechanism in place, which does, to some extent, prevent
(but not completely avoid) inadvertently putting the car in
reverse when the vehicle is moving forward; such a mechanism
may consist of a solenoid-controlled physical barrier on either
side of the Reverse position, electronically engaged by a switch
on the brake pedal. Therefore, the brake pedal needs to be
depressed in order to allow the selection of reverse. Some
shifters with a shift button allow the driver to freely move the
shifter from R to N or D, or simply moving the shifter to N or D
without actually depressing the button. However, the driver
cannot shift back to R without depressing the shift button, to
prevent accidental shifting, especially at high speeds, which
could damage the transmission.
Neutral / No gear (N)
This disengages all gear trains within the transmission,
effectively disconnecting the transmission from the driven
wheels, allowing the vehicle to coast freely under its own

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weight and gain momentum without the motive force from the
engine. Coasting in idle down long grades (where law permits)
should be avoided, though, as the transmission's lubrication
pump is driven by non-idle engine RPMs.

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 3545 mph (5672 km/h). Under hard
acceleration or below 3545 mph (5672 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
can be used to climb or going downhill. Some vehicles will
automatically shift up out of third gear in this mode if a certain
RPM range is reached in order to prevent engine damage.

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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.

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HYDRAULIC AUTOMATIC TRANSMISION

The predominant form of automatic transmission is
hydraulically operated; using a fluid coupling or torque converter, and
a set of planetary gear sets to provide a range of gear ratios. A
hydraulic automatic transmission consist of the following parts:
TORQUE CONVERTER COMPONENTS
The torque converter provides an automatic means of
coupling engine torque to the input shaft of the transmission. The
torque converters three major components are; the pump impeller, the
turbine runner and the stator. The hydraulic fluid in the torque
converter transfers torque through the kinetic energy of the
transmission fluid as it is forced from the impeller to the turbine. The
faster the engine rotates, the greater the torque applied to the turbine.
At low engine speed, the turbine can be held stationary as the force of
the fluids kinetic energy is not great enough to overcome the holding
force of the light brake system application.

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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

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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
When the impeller is driven by the engine crankshaft,
the fluid around the impeller rotates in the same direction. As impeller
speed increases, centrifugal force causes the fluid to flow outward
from the center of the impeller and flow along the vane surfaces of the
impeller. As speed increases further, fluid is forced out away from the
impeller towards the turbine. The fluid strikes the vanes of the turbine
causing it to rotate in the same direction as the impeller.

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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
mounted to the transmission body, fluid will strike the vanes of the
stator and limit engine rpm and upper engine performance.

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CONVERTER LOCK-UP CLUTCH
At lower vehicle speeds the torque converter provides multiple
gear ratios when high torque is needed. As the impeller and the
turbine rotate at nearly the same speed, no torque multiplication is
taking place, the torque converter transmits the input torque from the
engine to the transmission at the ratio of almost 1:1. There is,
however, approximately 4% to 5% difference in rotational speed
between the turbine and impeller. The torque converter is not
transmitting 100% of the power generated by the engine to the
transmission, so there is energy loss.

To reduce energy loss and improve fuel economy, the lock-up
clutch mechanically connects the impeller and the turbine when the
vehicle speed is about 37 mph or higher. When the lock-up clutch is
engaged, 100% of the power is transferred through the torque
converter. The lock-up clutch is installed on the turbine hub between
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.

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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.

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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
hydraulic system on the other side. Early automatic transmissions also
had a rear pump, allowing push-starting.

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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 exible congurations. 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.

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The operation of planetary gear set is summarized below.
Different speeds and rotational directions can be obtained by holding
one of the planetary members in a fixed position, providing input
torque to another member, with the third member used as an output
member.

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
while rotating clockwise. This cause the carrier to rotate at a reduced
speed.
Overdrive
When the carrier turns clockwise, the external toothed pinion
gear walk around the external toothed sun gear while rotating
clockwise. The pinion gears cause the internal toothed ring gear to
accelerate to a speed greater than the speed greater than the carrier
speed in a clockwise direction.

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REVERSE DIRECTION
Whenever the carrier is held and either of the other gears are
input members, the output gear will rotate in the opposite direction.
With the carrier held, when the external toothed sun gear turns
clockwise, the external toothed pinion gears on the carrier idle in
place and drive the internal toothed ring gear in the opposite direction.
DIRECT DRIVE (ONE-TO-ONE RATIO)
When any two members are held together and another
member provides the input turning force, the entire assembly turns at
the same speed as the input member.
Now the gear ratio from a single planetary set do not give us
the desired ratios which take advantage of the optimum torque curve
of the engine. So it is necessary to use compound planetary gear sets.
HOLDING DEVICES FOR PLANETARY GEAR SET
There are three type of holding devices used in the planetary gear
set. Each type has its specific design advantage. The three include
multi plate clutches /brakes, brake band and one- way clutch.
Multi plate Clutch: Hold two rotating planetary components.
Roller or Sprag One- Way Clutch: Hold planetary components in
one rotational direction and freewheels in the other direction.
Multi plate Brake and Brake Band: Holds planetary components
to the transmission case.
The multi plate clutch multi plate brake are the most common of
the three types of holding device; they are versatile and can be

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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.

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MULTI PLATE OPERATION
Because this assembly rotates while the vehicle is in motion, it
present a unique challenge to ensure pressurized fluid reaches the
clutch and hold the clutch engaged for many tens of thousands of
miles of service. Oil seal rings seal the fluid passage between the
clutch drum and oil pump stator support and transmission center
support.

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Seals are mounted on the piston inner and outer diameter which
seal the fluid applying the piston. A relief ball valve is housed in the
piston body to release hydraulic fluid when the clutch is released. As
the drum rotate, some fluid remains behind the piston and centrifugal
force causes the fluid to flow to the outer diameter of the drum
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
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.

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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
type of device known as a sprag or roller clutch is used for routine up
shifts/downshifts. Operating much as a ratchet, it transmits torque
only in one direction, free-wheeling or "overrunning" in the other.
The advantage of this type of clutch is that it eliminates the sensitivity
of timing a simultaneous clutch release/apply on two planetaries,
simply "taking up" the drive train load when actuated, and releasing

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automatically when the next gear's sprag clutch assumes the torque
transfer. The bands come into play for manually selected gears, such
as low range or reverse, and operate on the planetary drum's
circumference. Bands are not applied when drive/overdrive range is
selected, the torque being transmitted by the sprag clutches instead.
Bands are used for braking. 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.

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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.

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
range selector valves and the throttle valve or modulator) to control
which ratio is selected on the gear set; as the vehicle and engine
change speed, the difference between the pressures changes, causing
different sets of valves to open and close. The hydraulic pressure
controlled by these valves drives the various clutch and brake band

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actuators, thereby controlling the operation of the planetary gear set to
select the optimum gear ratio for the current operating conditions.
However, in many modern automatic transmissions, the valves are
controlled by electro-mechanical servos which are controlled by the
electronic engine control unit (ECU).

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

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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.

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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

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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 fleets 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.

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REFERENCE
www.wikipedia.org
www.autoshop101.com
www.manualversusautomatic.com
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Project Report 2013-14 Automatic Transmission System

Dept.of Automobile Engineering 1 J DT I slam Polytechnic Clt-12

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