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ADVANCE TRANSMISSION

TECHNOLOGY
LECTURE 1

OVERVIEW OF THE AUTOMATIC


TRANSMISSION PRINCIPLE

HISTORY AND A/T PRINCIPLE

Definition
An automobile gearbox that can change gear ratios
automatically as the car moves, thus freeing the
driver from having to shift gears manually
History and Improvement

Oldsmobile's 1940 models was first vehicles with


fully
automatic
transmission
which
called
Hydramatic drive. It provided true clutchless driving.
Hydramatic designed to combine hydraulic operation
of planetary gearbox with a fluid coupling instead of
a friction clutch

First hydraulic automatics introduced by General


Motors, Chrysler and Borg-Warner early 1950s which
only provide 2 forward speeds.

Its not able to handle much torque at first, but 3


speed models followed quickly.

From 1980s, there are big changes to hydraulic


automatic transmission designs in years came.
1. Addition of an overdrive capability Increase
fuel economy considerably on long cruises

2.Used the torque converter clutch (TCC)


. applied in early 1980s with the advent of engine
computers.
. Involved a solenoid-controlled clutch inside the
torque converter, which would lock its input to its
output when activated.
. To eliminate the ''drag'' or inefficiency caused by
the fluid in the converter when operating at high
speeds.

3. Used computer control shift patterns and gear


ratios to turn on and off the solenoids
remove almost all of the control logic from the
valve body, and place it in the hands of the
engine computer.
by using the ECU controlled solenoids instead of
spring-loaded valves in the valve body, provides
the precise control of shift points and shift
quality.

In

Europe automatic transmissions


specifically popular and even today.

have

never

been

This is partly because automatic gearboxes are less efficient

than their manual counterparts, giving rise to a noticeable


deterioration in vehicle performance when coupled with the
small capacity engines that are common in Europe.

Another factor is that European roads tend to be less well

graded than those of North America, and so the additional


driver control afforded by a manual gearbox is often to be
valued.

Automatic

transmissions are costly and are generally


available as an extra-cost option, which often deters
potential purchasers.

Advantages

driving automatic transmission


especially in urban road conditions.
1. Driver fatigue is reduced since there is no
clutch or gear lever to manipulate. This is
specifically significant when driving in
dense traffic.
2. Both hands can remain on the steering
wheel at all times, so there is increase in
driving safety.
3. Since the transmission always engages the
correct gear for the prevailing driving
conditions, the possibility of labouring or
over-reviving the engine is eliminated.

Basic Parts and Operation


Torque Converter
Fits between engine and transmission to provide a
torque boost at low speeds and during acceleration.
This allows the engine and transmission to be
mated full-time without the need of clutch.
Provides a small amount of continuously variable
power transmission between the fixed gear ratios.

Basic Parts and Operation


Valve body
Centre of the system
Receives pressurized fluid from main pump that
connected to transmission's input shat.
The fluid than regulated and runs a network of
spring-loaded valves, check balls and servo pistons.

Basic Parts and Operation

Use the pump pressure and 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 gearset.

as the car and engine change speed, the difference


between the pressures changes, causing different
sets of valves to open and close.

Basic Parts and Operation


Epicyclic gearing (Planetary gearset)

The main gears in most hydraulic automatics are a


compound planetary set.

Gear ratios are selected by a system of bands and


clutches, which are actuated by hydraulic servos
that controlled by valve body.

Advantages

No need for the driver to depress a clutch to change


gear.
Gears change automatically dependent upon the
speed of travel.
Use of the sports mode, where applicable, allows
lower gears to hold until higher revs are reached.
Winter mode, where applicable, may lock out first
gear to reduce the risk of wheelspin in adverse
weather conditions.
Easier to move off, especially on inclines, and easier
control in traffic due to the inherent creep facility.

Advantages

The ability to manually select lower gears when


approaching hills or for engine braking on descents.
Less wear and tear on the gearbox, transmission and
vehicle body due to automatic gear changes.
Smoother ride, even when reversing.
Rocking back and forth when stuck in mud or snow
is quicker and easier by using the selector lever and
no clutch.
Vehicle will not roll backwards when in drive
position.

Disadvantages

May need to have a transmission oil cooler fitted,


especially when towing.
Automatics may have a lower manufacturers towing
limit than the equivalent manual version.
May cost more to purchase an automatic than a
similar manual car.
Uses more fuel per kilometer/mile.
Acceleration is slower than a manual due to delay of
the kick down facility.
May need more regular servicing.
Not many diesel versions around.

VEHICLE OPERATION

Selector Lever Pattern


P - Parking

Each element does not operate at all. Therefore, the


engine output is not transmitted to the output shaft.

The output shaft is completely locked by mechanical


means. Therefore, the car does not move in forward
or reverse direction. The engine can be started.
R - Reverse

The car moves in reverse direction. The engine


cannot be started.

N Neutral

The engine output is not transmitted to the output


shaft as in the case of "P". The engine can be started.
D Drive

Automatically shifts ups and down between forward


4 speeds depend on throttle opening and vehicle
speed. However, only forward 3 speeds are selected
when the overdrive control switch is OFF.

When vehicle is stopped, shifting is made to the 2nd


gear to minimize creep and vibration.

2 Second

Automatically shifts between 1st and 2nd gears.


This means no upshift to 3rd gear occurs

For engine braking


L lock up (1st)

Does not shift up the gear from 1st to 2nd or 3rd.


This enables what is called "1st gear holding".
Driving-off is always performed in 1st gear.

For stronger engine braking

O/D Overdrive

Shifted
automatically
by
simply easing up on the
accelerator
without
depressing the clutch pedal.

Electrically operated solenoid


would deactivate the unit via
a switch

PWR or NORMAL

For
selecting
a
driving
pattern suitable to existing
driving conditions

Shift Pattern Chart

Vehicle in state 1

When accelerator pedal not pressed, 2nd gear is held.

When accelerator pedal is pressed, downshifting is made to the


1st gear to cause prompt acceleration.

Shift Pattern Chart

Vehicle in state 2

The vehicle is run steadily at 4th-gear speed on the flat road.

Shift Pattern Chart

Vehicle in state 3

Vehicle is climbing uphill, driver must press the accelerator


pedal positively.
Traveling from 2 to 3, vehicle state goes across the 4 - 3 (D4)
downshift line. Therefore, the 3rd gear is selected.

Shift Pattern Chart

Vehicle in state 4

Vehicle enters flat road after the uphill, driver returns the
accelerator pedal to the idle position.
Traveling from 3 to 4, vehicle state goes across the 3- 4 (D4)
upshift line. Therefore, the 4th gear is selected.

Shift Pattern Chart

Vehicle in state 5

Vehicle exits the flat road and runs to the steep uphill road.
Driver must press the accelerator pedal.
Traveling from 4 to 5, vehicle state goes across the 4 - 3 (D4)
and 3 - 2 (D) downshift lines. Therefore, downshifting to the
2nd gear is performed.

Shift Pattern Chart

Vehicle in state 6

After reaching the crest of hill, vehicle enters flat road. Driver
returns the accelerator pedal to idle position.
Traveling from 5 to 6, vehicle state goes across the 2 - 3 (D)
upshifts line. The 3rd gear is selected.

Shift Pattern Chart

Vehicle in state 7

Vehicle enters downhill road, driver releases the acceleration


pedal. Also, turns off the OD switch.
7 is located on the left side of the 4 - 3 (D3) downshift line,
downshifting to the 3rd gear is performed regardless of the
throttle valve opening.

Shift Pattern Chart

Vehicle in state 8

Vehicle runs on the steep downhill road. Driver turns the


selector lever from "D" to "2"nd range.
Since position is located on the left side of the 3 - 2 (2, L)
downshift line, downshifting to the 2nd gear is performed
regardless of the throttle valve opening

Shift Pattern Chart

Vehicle in state 9

While running on the downhill road, the driver turns the


selector lever from "2" to "L" range.
Vehicle state goes across the 2 ~ 1 (L) downshift line when
speed decreases from 50 to 40, downshifting is made from the
2nd gear to the 1st gear.

OPERATION OF
HYDRAULIC
FLOW IN VALVE
BODY

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Park Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

Shift control
solenoid valve B

N-D control
valve

Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Neutral Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

N-D control
valve

Shift control
solenoid valve B Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Drive (Stop Position)

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

Shift control
solenoid valve B

N-D control
valve

Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

Pressure control
80% duty solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Drive 1st Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

ON

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

N-D control
valve

Shift control
solenoid valve B Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

Pressure control
99% duty solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Drive 2nd Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

Shift control
solenoid valve B

N-D control
valve

Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Drive 3rd Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
OFF

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

Shift control
solenoid valve B

N-D control
valve

Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Drive 4th Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

ON

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
OFF

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

Shift control
solenoid valve B

N-D control
valve

Shift control
valve
Regulator
valve
Manual
valve
P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

Reverse Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

OFF

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

N-D control
valve

Shift control
solenoid valve B Shift control
valve
Regulator
valve
Manual valve

P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

OFF

Pressure control
solenoid valve

Transmission
Control Unit

Torque converter
Front clutch

Rear clutch

Low-reverse
brake

Kickdown servo
End clutch

L Position

Transmission
Control Unit
Transmission
Control Unit
Damper clutch
control valve
2-3/4-3
shift valve
OFF

Rear clutch
exhaust valve

Damper clutch
control solenoid
valve

ON

To lubrication
front
To lubrication
rear

Reducing
valve

Transmission
Control Unit
ON

1-2 shift
valve
Shift control
solenoid valve A

End clutch
valve

N-D control
valve

Shift control
solenoid valve B Shift control
valve
Regulator
valve
Manual valve

P RND 2 L
Oil
Pump
Line relief
valve

Oil filter

N-R control
valve

Pressure control
valve

Duty
control

Pressure control
solenoid valve

Transmission
Control Unit

ASSIGNMENT 1:
LIST AND EXPLAIN ALL THE
COMPONENTS IN AUTOMATIC
TRANSMISSION / TRANSAXLE
GEARBOX

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