PROJECT REPORT

ON

“TRANSMISSIONS”

Submitted in partial fulfilment of the requirement for the award of

the degree in
Bachelor of Technology
In
Mechanical Engineering and Product Design

Under the Guidance of

Faculty Mentor: Mr.Vijay Kumar

Submitted By: Mr.Shivank Sharma

To

Department of Mechanical Engineering and Product Design

School of Engineering & Technology
Apeejay Stya University
Sohna, Gurugram.
 I.N.D.E.X

• ACKNOWLEDGEMENT
• ABSTRACT
• GEAR BOX WORKING PRINCIPLE
• TYPES OF GEAR BOX
• MANUAL TRANSMISSION
• CVT TRANSMISSION
• AMT TRANSMISSION
• DUAL CLUTCH TRANSMISSION
• CONCLUSION
• BIBLIOGRAPHY
 ACKNOWLEDGEMENT

I am the student of Apeejay stay University named as Shivank sharma of Btech-

MEPD(ASU2016010100143)would like to express my deepest appreciation to all those who
provided me the possibility to complete this report. A special gratitude I give to our Faculty
of Automobile Engineering- Mr.Vijay Kumar (Assist. Prof Of The Department Of
Engineering, whose contribution in stimulating suggestions and encouragement, helped me
to coordinate in writing this report.
 ABSTRACT
The rapidly growing demand in Automotive sector leads to a tough comptetion among
different companies . They are competing for making their product much more efficient with
good performance, for this companies are developing enhanced tramission systems .
The following report is based upon different transmission systems and how they function.
 Gear Box Working Principle:

A Gear Box is an assembly consisting of various gears, synchronizing sleeves and gear-
shifting mechanism fitted in a metal housing. The metal housing usually made of
aluminium/iron casting accommodates all the gears in it. Gearbox is a part of the
‘transmission’ system as the gears play an important role in transmitting the engine power to
the wheels.

What is Transmission?

All the components of the drive-train that help to transmit the engine power to the wheels are
a part of the ‘Transmission’ system. Of which, the gearbox is an integral part. These
components include the clutch, gearbox, couplings, propeller shaft, axle shafts, and
differential. In general, the term 'Transmission' usually refers to the car’s gear box. Some car
designs integrate the gear box and differential assembly into a single unit called
‘Transmission’ or 'Trans-Axle'.

What is the Gear Ratio?

The gear ratio is the ratio between the input and output gears. The driving gear and driven
gears in a gear box define the gear ratios. The input gears get the drive from the engine and
they rotate the output gears which, in turn, drive the wheels. The ratio of the number of
rotations of output gear to the number of rotations of input gear is called the gear ratio.

The Gear Ratio can also be obtained by the following formula:

Gear Ratio = No. of teeth of output gear / no. of teeth of the input gear
For e.g., If no. of gears on input (driving) gear = 30, no. of gears on output (driven) gear =
105

Then the Gear ratio = 105 / 30 = 3.5: 1 because to rotate the output (driven) gear by 1
rotation, you need to rotate the input (driving) gear by 3.5 rotations.

A typical chart of Gear ratios in a gear box of an MUV:

GEAR RATIO

1ST GEAR 3.78:1

2nd GEAR 2.20:1
3rd GEAR 1.42:1
4th GEAR 1:1
5th GEAR 0.83:1

The gear ratios vary from vehicle to vehicle. In trucks, the gear ratios are typically higher
than cars as they have to carry the heavy load.

How does a Gear Box work?

A gear box contains gears of different sizes. This is mainly because of the varying demands
of the vehicle in terms of the torque required at the wheels depending upon the road, terrain
& load. For e.g., if a vehicle is climbing a slope, it needs higher torque as compared to while
cruising on a straight road.

In a gear box, the first gear is biggest in size and provides maximum torque output while
producing minimum speed. Hence, it is used when climbing slopes. All the gears between
1st and last gear vary in size; in a decreasing ratio. Thus, it provides a varying combination in
terms of pulling ability and speed. So, the vehicle could be driven smoothly without any drop
in its acceleration. The gear box basically improves the vehicle's driveability in all conditions.

What is an Overdrive?

In contrast, the last gear or the top gear, at times an Overdrive, is smallest in size. However, it
provides minimum traction but maximum speed. A gearbox with an Overdrive means its
output is higher than its input that connects to the engine. In other words, the overdrive gear
rotates faster than the engine speed. Thus, it provides higher speed and better efficiency as
the engine runs at a lower rpm in relation to vehicle speed.

In some advanced designs, there are more than one 'Overdrive' gears; usually two. Thus, Dual
Overdrive (aka 'Double Top') provides even higher speed and better efficiency in a vehicle.

Gearbox Operation:

Generally, there are two sets of gears in a conventional gear box – the input & the output. The
input gears are fixed on the countershaft making it a single unit. It drives the individual gears
on the main shaft which rotate freely on the bearings. Thus, the gearbox passes the drive to
the wheels depending upon the gear which engages on the main shaft. When you push the
shifter-sleeve towards the desired gear, that gear locks onto the main shaft and rotates it.
Thus, the main shaft rotates at the speed of the engaged gear and provides the output as per
the engaged gear’s ratio.
Gearbox: Speed vs Traction

You need both the speed as well as the traction while driving an automobile. The
gears in the gearbox help you choose either of them depending on the driving
conditions. The lower gear i.e. 2nd and 1st gear will give you greatest traction while
the higher gears i.e. 5th and 6th (if available) will give you the highest speed. The
number of gears in the gearbox provides the perfect combination of traction and
speed. Thus, it helps the driver/rider choose the most appropriate combination to
enhance efficiency at all times. Hence, choosing the right gear according to road and
load conditions is very important. With short gearing, you get better acceleration or
pick-up while with tall gearing you achieve higher top speed.

Types of Gear Box:

In general, an automotive gearbox is mainly classified into four categories:

1. Manual – With up to 6 forward gears in a car and up to 13 speed in a truck

2. Fully Automatic -up to 9 speed
3. Continuously Variable Transmission - CVT
4. Automated Manual Transmission (AMT) – up to 5 speed.
5. Dual Clutch Transmission
Parts of a Manual Transmission

So by now, you should have a basic understanding of a transmission’s purpose: it ensures that
your engine spins at an optimal rate (neither too slow nor too fast) while simultaneously
providing your wheels with the right amount of power they need to move and stop the car, no
matter the situation you find yourself in.
Input shaft- The input shaft comes from the engine. This spins at the same speed and power
of the engine.
Countershaft- The countershaft (aka layshaft) sits just below the output shafts. The
countershaft connects directly to the input shaft via a fixed speed gear. Whenever the input
shaft spins, so does the countershaft, and at the same speed as the input shaft.
In addition to the gear that takes power from the input shaft, the countershaft also has several
gears on it, one for each of the car’s “gears” (1st-5th), including reverse.
Output shaft-The output shaft runs parallel above the countershaft. This is the shaft that
delivers power to the rest of the drivetrain. The amount of power the output shaft delivers all
depends on which gears are engaged on it. The output shaft has freely rotating gears that are
mounted on it by ball bearings. The speed of the output shaft is determined by which of the
five gears are in “gear,” or engaged.
1st-5th gears- These are the gears that are mounted on the output shaft by bearings and
determine which “gear” your car is in. Each of these gears is constantly enmeshed with one
of the gears on the countershaft and are constantly spinning. This constantly enmeshed
arrangement is what you see in synchronized transmissions or constant mesh transmissions,
which most modern vehicles use. (We’ll go into how all the gears can always be
spinning while only one of them is actually delivering power to the drivetrain here in a bit.)
First gear is the largest gear, and the gears get progressively smaller as you get to fifth gear.
Remember, gear ratios. Because first gear is bigger than the countershaft gear it’s connected
to, it can spin slower than the input shaft (remember, the countershaft moves at the same
speed as the input shaft), but deliver more power to the output shaft. As you move up in
gears, the gear ratio decreases until you reach the point that the input and output shafts are
moving at the same speed and delivering the same amount of power.
Idler gear- The idler gear (sometimes called “reverse idler gear”) sits between the reverse
gear on the output shaft and a gear on the countershaft. The idler gear is what allows your car
to go in reverse. The reverse gear is the only gear in a synchronized transmission that isn’t
always enmeshed or spinning with a countershaft gear. It only moves whenever you actually
shift the vehicle into reverse.
Synchronizer collars/sleeves-Most modern vehicles have a synchronized transmission,
meaning the gears that deliver power on the output shaft are constantly enmeshed with gears
on the countershaft and are constantly spinning. But you might be thinking, “How can all five
gears be constantly enmeshed and constantly spinning, but only one of those gears is actually
delivering power to the output shaft?”
The other issue that comes up with the gears always spinning is that the drive gear is often
rotating at a different speed than the output shaft that the gear is connected to. How do you
sync up a gear spinning at a different rate as the output shaft, and in a smooth way that
doesn’t cause a lot of grinding?
The answer to both questions: synchronizer collars.
As mentioned above, gears 1-5 are mounted on the output shaft via ball bearings. This allows
all of the gears to freely spin at the same time while the engine is running. To engage one of
these gears, we need to firmly connect it to the output shaft, so power is delivered to the
output shaft and then to the rest of the drivetrain.
Between each of the gears are rings called synchronizer collars. On a five-speed transmission,
there’s a collar between the 1st and 2nd gears, between the 3rd and 4th gears, and between
the 5th and reverse gear.
Whenever you shift a car into a gear, the synchronizer collar shifts over to the moving gear
you’re looking to engage. On the outside of the gear are a series of cone-shaped teeth. The
synchronizer collar has grooves to accept those teeth. Thanks to some excellent mechanical
engineering, the synchronizer collar can connect to a gear with very little noise or friction
even while the gear is moving, and sync the gear’s speed with the input shaft. Once the
synchronizer collar is enmeshed with the driving gear, that driving gear is delivering power to
the output shaft.
Whenever a car is “neutral” none of the synchronizer collars are enmeshed with a driving
gear.
Synchronizer collars are also something that’s easier to understand visually. Here’s a short
little clip that does a great job explaining what’s going on (starts at about 1:59 mark):
Gearshift- The gearshift is what you move to put a car into gear.
Shift rod- The shift rods are what move the synchronizer collars towards the gear you want
to engage. On most five-speed vehicles, there are three shift rods. One end of a shift rod is
connected to the gearshift. At the other end of the shift rod is a shift fork that holds the
synchronizer collar.
Shift fork- The shift fork holds the synchronizer collar.
Clutch- The clutch sits between the engine and gearbox of the transmission. When the clutch
is disengaged, it disconnects power flow between the engine and transmission gearbox. This
disconnection of power allows the engine to continue running even though the rest of the
car’s drivetrain isn’t getting any power. With engine power disconnected from the
transmission, shifting gears is much easier and prevents damage to the transmission gears.
This is why whenever you shift gears, you push the clutch pedal and disengage the clutch.
When the clutch is engaged — your foot comes off the pedal — power between the engine
and transmission is restored.

How Manual Transmissions Work

So let’s bring this all together and walk through what happens whenever you shift gears in a
vehicle. We’ll begin with starting a car and shifting up to second gear.
When you start a manual transmission car, before you turn the key, you disengage
the clutch by pressing down on the clutch pedal. This disconnects power flow between the
engine’s input shaft and transmission. This allows your engine to run without delivering
power to the rest of the vehicle.
With the clutch disengaged, you move the gearshift into first gear. This causes a shifting
rod in your transmission’s gearbox to move the shifting fork towards first gear, which is
mounted to the output shaft via ball bearings.
This first gear on the output shaft is enmeshed with a gear that’s connected to a countershaft.
The countershaft connects to the engine’s input shaft via a gear and spins at the same speed
as the engine’s input shaft.
Attached to the shifting fork is a synchronizer collar. The synchronizer collar does two
things: 1) it firmly mounts the driving gear to the output shaft so the gear can deliver power
to the output shaft, and 2) it ensures that the gear syncs up with the speed of the output shaft.
Once the synchronizer collar is enmeshed with the first gear, the gear is firmly connected to
the output shaft, and the vehicle is now in gear.
To get the car moving, you press down slightly on the gas (which creates more engine power)
and slowly take your foot off the clutch (which engages the clutch and reconnects power
between the engine and transmission gearbox).
Because the first gear is large, it causes the output shaft to spin more slowly than the engine’s
input shaft, but deliver more power to the rest of the drivetrain. This is thanks to the wonders
of gear ratios.
If you’ve done everything correctly, the car will slowly begin to move forward.
Once you’ve got the car going, you’ll want to go faster. But with the car in first gear, you’re
not going to be able to go very fast because the gear ratio causes the output shaft to turn at a
certain speed. If you were to floor the gas pedal with the car in first gear, you’re just going to
cause the engine’s input shaft to spin really fast (and possibly damage the motor in the
process), but not see an increase in vehicle speed.
To increase the speed of the output shaft, we need to shift up to second gear. So we step on
the clutch to disconnect power between the engine and transmission gearbox and shift into
second gear. This moves the shifting rod that has a shift fork and synchronizer collar towards
second gear. The synchronizer collar syncs up the second gear’s speed with the output shaft
and firmly mounts it to the output shaft. The output shaft can now spin faster without the
engine’s input shaft spinning furiously to produce the power the car needs.
For the rest of the five gears, it’s rinse, wash, and repeat.
Reverse gear is the exception. Unlike the other driving gears where you can shift up without
completely stopping the car, to shift in reverse, you need to be at a standstill. This is because
the reverse gear isn’t constantly enmeshed with a gear on the counter shaft. To slide the
reverse gear into its corresponding countershaft gear, you need to make sure the countershaft
is not moving. To ensure the countershaft isn’t spinning, you need to have the car completely
stopped.
Sure, you can force a forward moving car into reverse gear, but it’s not going to sound or feel
pretty, and you may cause a lot of damage to the transmission.
Now, whenever you shift your car into gear, you’ll know what’s going on beneath the hood.

CVT-TRANSMISSION
CVT! Most of you would have heard of this term when you wanted to buy a gearless
scooter or an automatic car. It stands for Continuous Variable Transmission, one of the
forms of automatic transmission on a two-wheeler and four-wheelers as well.

A brief history of the CVT

You be surprised to know that it was the great inventor and artist, Leonardo Da Vinci,
who first drafted the first ever sketch of a device which would be the CVT's earliest
model, in 1490. Fast forward to 450 years and the first time CVTs were seen on DAF
cars in the 1950s. It was only 2000s when CVT came to fore in cars and gearles
How a CVT unit works?
Unlike a conventional automatic transmission system, the CVT does not make use of
gears. Instead, it has two pulleys, whose diameters are variable and are connected by a
belt or a chain. One end is connected to the engine and the other one is linked to the
wheels, where the power is delivered. The pulleys are movable and as they come closer
to each other, the belt or the chain rides higher making the diameters of the pulleys
larger and vice-versa.

(A model of a hybrid CVT system)

When the Input Pulley is becomes smaller and the output pulley becomes larger
translates into a lower ratio (which is the number of times the shaft spins for every
revolution of the engine, hence a ratio). While the car gathers momentum and
accelerates, the pulleys keep varying their diameters and lower the engine speed (RPMs)
for relaxed cruising or climbing up the revs for quick overtaking.

How does a car with CVT feel to drive?

Every car with a CVT will have these markings on the gearknob. P-R-N-D-L (Parked-
Reverse-Neutral-Drive-Low) which are self-explanatory except for the 'Low' which
means low ratio. When you engage the 'Low' function, the car revs higher and generates
more torque which might be required for pulling load or climbing a slope or getting out
of a stuck situationOf course, there are just two pedals (Brakes and accelerator) in the
footwell, which might be disconcerting for people who are used to having three pedals
(the clutch included). When you step on to accelerator, the car revs really high, this is
normal and then settles down after the momentum has been built. One does not feel the
car shift gears or a sudden lurch upon acceleration because there are no gears t o begin
with.
AMT-TRANSMISSION

How does Automated Manual Transmission (AMT) work?

In the current car market three widely used types of automatic gearboxes already exist
namely, the CVT (Constantly Variable Transmission), the DCT (Dual Clutch
Transmission) and the Simple Automatic Transmission. All of these use a gear and clutch
arrangement much more complex and completely different from the conventional manual
gearbox. The AMT, however, uses the exact same gear and clutch setup as seen in a manual
transmission.
The only difference that arises is in the way they are operated. In place of a gear lever and a
clutch pedal inside the cabin of the car, which are manually operated by the driver, the AMT
transmission has a hydraulic actuator system mounted inside the engine which operates both.
The actuators of the AMT system are linked to the ECU of the car, which gives it the input
and the output goes to the gears and clutch.

The gear shift pattern is pre-programmed from the factory and that data is stored by the ECU.
So whenever the RPM climbs to a certain level, the ECU automatically controls the actuators
to operate both the clutch and gearbox in synchronisation.
This functions exactly like an automatic gearbox as there is no clutch pedal and in some
cases, there isn’t even a gear lever inside the cabin (as seen in the Renault Kwid). Although
in most cases, there is a gear lever with the three drive modes, R (Reverse), N (Neutral) and
D (Drive). There is also an option of shifting into manual mode just parallel to the Drive
mode.
In the manual mode, the gear operation is significantly simple, move the lever forward to
shift into a higher gear and move it backwards to shift into a lower gear, no clutch and no
multi-directional shift paths.
Most people know that cars come with two basic transmission types: manuals, which require
that the driver change gears by depressing a clutch pedal and using a stick shift,
and automatics, which do all of the shifting work for drivers using clutches, a torque
converter and sets of planetary gears. But there's also something in between that offers the
best of both worlds -- the dual-clutch transmission, also called the semi-automatic
transmission, the "clutchless" manual transmission and the automated manual transmission.

In the world of racecars, semi-automatic transmissions, such as the sequential manual

gearbox (or SMG), have been a staple for years. But in the world of production vehicles, it's
a relatively new technology -- one that is being defined by a very specific design known as
the dual-clutch, or direct-shift, gearbox.

DUAL CLUTCH TRANSMISSION

A dual-clutch transmission offers the function of two manual gearboxes in one. To
understand what this means, it's helpful to review how a conventional manual gearbox works.
When a driver wants to change from one gear to another in a standard stick-shift car, he first
presses down the clutch pedal. This operates a single clutch, which disconnects the engine
from the gearbox and interrupts power flow to the transmission. Then the driver uses the stick
shift to select a new gear, a process that involves moving a toothed collar from one gear
wheel to another gear wheel of a different size. Devices called synchronizers match the
gears before they are engaged to prevent grinding. Once the new gear is engaged, the driver
releases the clutch pedal, which re-connects the engine to the gearbox and transmits power to
the wheels.

So, in a conventional manual transmission, there is not a continuous flow of power from the
engine to the wheels. Instead, power delivery changes from on to off to on during gearshift,
causing a phenomenon known as "shift shock" or "torque interrupt." For an unskilled driver,
this can result in passengers being thrown forward and back again as gears are changed.

A dual-clutch gearbox, by contrast, uses two clutches, but has no clutch pedal. Sophisticated
electronics and hydraulics control the clutches, just as they do in a standard automatic
transmission. In a DCT, however, the clutches operate independently. One clutch controls the
odd gears (first, third, fifth and reverse), while the other controls the even gears (second,
fourth and sixth). Using this arrangement, gears can be changed without interrupting the
power flow from the engine to the transmission. Sequentially, it works like this:

A two-part transmission shaft is at the heart of a DCT. Unlike a conventional manual

gearbox, which houses all of its gears on a single input shaft, the DCT splits up odd and even
gears on two input shafts. How is this possible? The outer shaft is hollowed out, making room
for an inner shaft, which is nested inside. The outer hollow shaft feeds second and fourth
gears, while the inner shaft feeds first, third and fifth.

The diagram below shows this arrangement for a typical five-speed DCT. Notice that one
clutch controls second and fourth gears, while another, independent clutch controls first, third
and fifth gears. That's the trick that allows lightning-fast gear changes and keeps power
delivery constant. A standard manual transmission can't do this because it must use one
clutch for all odd and even gears.

Multi-plate Clutches
Because a dual-clutch transmission is similar to an automatic, you might think that it requires
a torque converter, which is how an automatic transfers engine torque from the engine to the
transmission. DCTs, however, don't require torque converters. Instead, DCTs currently on the
market use wet multi-plate clutches. A "wet" clutch is one that bathes the clutch components
in lubricating fluid to reduce friction and limit the production of heat. Several manufacturers
are developing DCTs that use dry clutches, like those usually associated with manual
transmissions, but all production vehicles equipped with DCTs today use the wet version.
Many motorcycles have single multi-plate clutches.
Like torque converters, wet multi-plate clutches use hydraulic pressure to drive the gears. The
fluid does its work inside the clutch piston, seen in the diagram above. When the clutch is
engaged, hydraulic pressure inside the piston forces a set of coil springs part, which pushes a
series of stacked clutch plates and friction discs against a fixed pressure plate. The friction
discs have internal teeth that are sized and shaped to mesh with splines on the clutch drum. In
turn, the drum is connected to the gearset that will receive the transfer force. Audi's dual-
clutch transmission has both a small coil spring and a large diaphragm spring in its wet multi-
plate clutches.
To disengage the clutch, fluid pressure inside the piston is reduced. This allows the piston
springs to relax, which eases pressure on the clutch pack and pressure plate.

We'll look at the pros and cons of dual-clutch transmissions next.

Hopefully it's becoming clear why the DCT is classified as an automated manual
transmission. In principle, the DCT behaves just like a standard manual transmission: It's got
input and auxiliary shafts to house gears, synchronizers and a clutch. What it doesn't have is a
clutch pedal, because computers, solenoids and hydraulics do the actual shifting. Even
without a clutch pedal, the driver can still "tell" the computer when to take action through
paddles, buttons or a gearshift.

Driver experience, then, is just one of the many advantages of a DCT. With upshifts taking a
mere 8 milliseconds, many feel that the DCT offers the most dynamic acceleration of any
vehicle on the market. It certainly offers smooth acceleration by eliminating the shift shock
that accompanies gearshifts in manual transmissions and even some automatics. Best of all, it
affords drivers the luxury of choosing whether they prefer to control the shifting or let the
computer do all of the work.

Perhaps the most compelling advantage of a DCT is improved fuel economy. Because power
flow from the engine to the transmission is not interrupted, fuel efficiency increases
dramatically. Some experts say that a six-speed DCT can deliver up to a 10 percent increase
in relative fuel efficiency when compared to a conventional five-speed automatic.

Many car manufacturers are interested in DCT technology. However, some automakers are
wary of the additional costs associated with modifying production lines to accommodate a
new type of transmission. This could initially drive up the costs of cars outfitted with DCTs,
which might discourage cost-conscious consumers.

In addition, manufacturers are already investing heavily in alternate transmission

technologies. One of the most notable is the continuously variable transmission, or CVT. A
CVT is a type of automatic transmission that uses a moving pulley system and a belt or chain
to infinitely adjust the gear ratio across a wide range. CVTs also reduce shift shock and
increase fuel efficiency significantly. But CVTs can't handle the high torque demands of
performance cars.

DCTs don't have such issues and are ideal for high-performance vehicles. In Europe, where
manual transmissions are preferred because of their performance and fuel efficiency, some
predict that DCTs will capture 25 percent of the market. Just one percent of cars produced in
Western Europe will be fitted with a CVT by 2012.

Next, we'll look at the history of the DCT and see what the future holds.

The man who invented the dual-clutch gearbox was a pioneer in automotive engineering.
Adolphe Kégresse is best known for developing the half-track, a type of vehicle equipped
with endless rubber treads allowing it to drive off-road over various forms of terrain. In 1939,
Kégresse conceived the idea for a dual-clutch gearbox, which he hoped to use on the
legendary Citroën "Traction" vehicle. Unfortunately, adverse business circumstances
prevented further development.

Both Audi and Porsche picked up on the dual-clutch concept, although its use was limited at
first to racecars. The 956 and 962C racecars included the Porsche Dual Klutch, or PDK. In
1986, a Porsche 962 won the Monza 1000 Kilometer World Sports Prototype Championship
race -- the first win for a car equipped with the PDK semi-automatic paddle-shifted
transmission. Audi also made history in 1985 when a Sport quattro S1 rally car equipped with
dual-clutch transmission won the Pikes Peak hill climb, a race up the 4,300-meter-high
mountain.
 Commercialization of the dual-clutch transmission, however, has not been feasible until
recently. Volkswagen has been a pioneer in dual-clutch transmissions, licensing
BorgWarner's DualTronic technology. European automobiles equipped with DCTs include
the Volkswagen Beetle, Golf, Touran, and Jetta as well as the Audi TT and A3; the Skoda
Octavia; and the Seat Altea, Toledo and Leon.

Ford is the second major manufacturer to commit to dual-clutch transmissions, made by Ford
of Europe and its 50/50 joint venture transmission manufacturer, GETRAG-Ford. It
demonstrated the Powershift System, a six-speed dual-clutch transmission, at the 2005
Frankfurt International Motor Show. However, production vehicles using a first generation
Powershift are approximately two years away.
 CONCLUSION

From the above report we can conclude that transmission plays a vital role in the performance
and efficiency of a car . In manual transmission we can take full control whereas in automatic
transmission there is more comfort. We also have varieties of automatic transmissions like
CVT which is more efficient, Dual clutch which gives more performance by eliminating lag
in gear shifting and AMT which is more simple and easy to use. We also get to know about
the difference between in their workings and mechanisms.
 BIBLIOGRAPHY

• https://auto.howstuffworks.com/dual-clutch-transmission.htm
• https://www.cars24.com/blog/amt-gearbox-automated-manual-transmission/
• https://auto.ndtv.com/news/what-is-a-continuous-variable-transmission-and-how-
does-it-work-1449575
• https://www.howacarworks.com/basics/how-manual-gearboxes-work
• https://en.wikipedia.org/wiki/Manual_transmission