JDT ISLAM POLYTECHNIC COLLEGE

CALICUT-12

DEPARTMENT OF AUTOMOBILE ENGINEERING

PROJECT REPORT ON
AUTOMATIC TRANSMISSION SYSTEM
GROUP MEMBERS
JASEEL.C.P HARIS.C JUMAN SHAFIL DIPINLAL.V JOSEKUTTY JOSEPH ARUNRAJ.A HASIL.T DONY.V HIDAYATHULLA

JDT ISLAM POLYTECHNIC COLLEGE

CALICUT-12

CERTIFICATE
This is to certify that this project report titled AUTOMATIC TRANSMISSION submitted by............................................... ..................................................... with Reg. No:.. Worked under my supervision during the academic year 20132014 in partial fulfillment of the requirement the Award of diploma in automobile engineering from the board of technical education, Kerala Place: Date: Guided by Mr. MUJEEB RAHMAN.K

Head of department Mr. MUHAMMED SALEEM. I.P

INTERNAL EXAMINER

EXTERNAL EXAMINER

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. 2. 3. 4.

INTRODUCTION COMPARISON WITH MANUAL TRANSMISSION AUTOMATIC TRANSMISSION MODES HYDRAULIC AUTOMATIC TRANSMISSION TORQUE CONVERTER PUMP PLANETARY GEAR SET VALVE BODY HYDRAULIC LUBRICATING OIL GOVERNER COST OF PROJECT CONCLUSION REFERENCE

5. 6. 7.

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 semiautomatics 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 GMbuilt 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: 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 practical), which must be placed in neutral with the airoperated 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 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 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. 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.

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.

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
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.

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.

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.

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

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 multistage 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-toweight ratio, and more exible congurations. A compound epicyclic planetary gear set, whose bands and clutches are actuated by

hydraulic servos controlled by the valve body, providing two or more gear ratios.

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. 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 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.

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. 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. 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 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. 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 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.

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 1 2 3 NAME OF MATERIAL Gear box assembly Stand Paint TOTAL COST IN RS. 6000 1350 200 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 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.

REFERENCE
www.wikipedia.org www.autoshop101.com www.manualversusautomatic.com www.howstuffworks.com www.scribd.com