MODERN MOBILITY (21ME654)

MODERN MOBILITY
(21ME654) OE

6th Sem Mechanical

EngineeringModule-2

Dr Shadakshari R
Associate Professor

Department of Mechanical
EngineeringAcharya Institute of
Technology Bengaluru-107

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 1

MODERN MOBILITY (21ME654)

Module-2
Module-2 Power Transmission
Clutches; Plate Clutches, Cone Clutch, Centrifugal Clutch, Fluid Flywheel Gear Box; Gear
Shifting mechanism, synchromesh Gear box, Torque converter, Automatic Manual
Transmission (AMT), Automatic Transmission (AT), Continuously Variable Transmission
(CVT), Infinitely Variable Transmission (IVT)& IMT, Working of Differential. Types Of
Tyres- Radial & Conventional, Tubeless Tyres, Tubed Tyres- Puncture patching

Layout of transmission system in automobile

Define Clutch and list the requirements of it

 Clutch is a device used in the transmission system of a motor vehicle to
engage anddisengage the engine to the transmission.
 Clutch is located between the engine and the transmission.

Requirements of Clutch:-

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Torque Transmission:- The clutch should be able to maximum torque of the engine
under allconditions. It is usually designed to transmit 125 to 150 % of maximum engine
torque.

Gradual Engagement:- The clutch should positively take the drive gradually without the
occurrence of sudden jerks.

Heat Dissipation:- During clutch application, large amount of heat is generated. The
rubbingsurfaces should have enough surface area and mass to absorb that heat.

Dyanamic Balancing:- This is necessary particularly in high speed clutches.

Vibration Damping:- Suitable mechanism should be incorporated within the clutch, to

eliminatenoise produced in the transmission.

Size:- The size of clutch must be smallest possible so that it should occupy minimum
amount ofspace.

Clutch Free Pedal Play:- To reduce effective clamping load on the carbon thrust bearing
and wearthereof, sufficient clutch free pedal play must be provided in the clutch.

Ease Of Operation:- For higher torque transmission the operation of disengaging the
clutch mustnot be tiresome to the driver.

Lightness: The driven member of the clutch should be made as light as possible so that
it will notcontinue to rotate for any length of time after the clutch has been disengaged.

Principle (Operation) of Friction Clutches

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 When two friction surfaces are brought in contacts with each other and
pressed they areunited due to the friction between them.
 If one revolves, the other will also revolve.
 The friction between the two surfaces depends upon the area of the surfaces,
pressureapplied upon them and coefficient of friction of the surface materials.
 The two surfaces can be separated and brought into contact when required
 One surface is considered as driving member and the other as driven member,
the drivingmember is kept rotating.
 When the driven member is brought in contact with the driving member, it
also startsrotating.
 When the driven member is separated from the driving member it does not revolve
 Above figure shows the principle of operation of clutch.
 The power is transmitting from shaft A to disc C, then to disc D and shaft B
 When disc c and D are in contact the power is transmitting from shaft A to B.

Explain with a neat sketch Single plate clutch

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A single plate clutch is the most common type of clutch plate used in automobiles. It
consists of only one clutch plate which is mounted on the splines of the clutch plate. The
Flywheel is mountedon the engine crankshaft and rotates with it.

A single Plate Clutch is a friction-type clutch that consists of a single friction plate
(Clutch plate).This friction plate is located between the flywheel and the pressure plate.

This friction plate has a friction lining on both sides. In the running position of the
vehicle means when the clutch is engaged, the pressure plate presses the friction plate
on the flywheel, Therefore due to friction between them power transmits from the
rotating flywheel to the pressure plate.

Construction:

Single plate clutch is consists of the following parts:-

1) Single plate clutch Is consists of main three parts are friction plate, pressure plate,
flywheel.And other parts are clutch pedal, clutch spring, and bearings.

2) The flywheel is a connected engine shaft & the pressure plate is mounted on the
clutch shaftwhich is connected to the flywheel with the help of a bolt & spring.

3) Clutch shaft has a splines hence friction plate freely moves on the clutch shaft.

4) Spring is used to press the pressure plate against friction plate to keep the clutch in
an engagedposition.

5) The clutch pedal is connected to the pressure plate with the help of linkages.

Working of Single plate

clutchDisengagement

1) In engaged position of the clutch means when a vehicle is running, the pressure plate
is pressing the friction plate against the flywheel hence power continuously transmits
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from the flywheel to theclutch shaft.

2) When the clutch pedal is pressed by the driver, the pressure plate moves towards the
right sideagainst the compression of the spring.

3) When the pressure plate moves towards the right side, the force on the friction plate is
removedhence friction plate is released therefore clutch is Disengages.

Engagement:-

1) When the clutch pedal is released by the driver, the pressure plate moves towards
the left sidedue to the expansion of the compressed spring, hence the clutch Engages.

2) In a running condition of the vehicle, power continuously transmits from the

flywheel to theclutch shaft because the clutch pedal is depressed hence clutch is
engaged condition.

3) When the driver shifts gear or slows down the vehicle then the clutch is in disengaged
condition.

Explain with a neat sketch multi plate clutch

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 Multi plate Clutch is a one of the Friction type plate clutch.

 In this clutch, multiple friction plates are used as compared to a single plate clutch.
 Due to the presence of multiple plates, it has a higher capacity of torque
transmission as compared to a Single plate clutch, because due to the presence
of multiple plates, friction surface increases.
Construction:
1) The clutch drum is connected to the engine shaft
2) The externally toothed friction plates are mounted into the slots of the clutch
drum and thefriction plate can easily slide into the slots of the clutch drum.
3) the internal toothed steel plates are mounted on splined inner hub and can
easily slide onit.
4) As shown in figure, the both type of plates are arranged in one by one manner.
5) All the plates are pressed together by means of a pressure plate.
6) Thrust spring is mounted behind of pressure plate which pushes the pressure
plate to holdthe friction plates together.
7) The pedal is used for movement of pressure plate for engagement and
disengagement.

Working

Engagement Of Clutch

1) The clutch is generally in engaged condition.

2) The friction plates are mounted into the clutch drum which is further connected to
engine shaft.

3) The steel plates are mounted on inner hub which is connected to gearbox shaft.

4) Hence to transmit power from engine shaft to gearbox shaft it is necessary to hold
friction plate and steel plate together. This is done by a pressure plate. The pressure
plate holds both types of plates together by means of thrust spring.

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5) Hence friction plate and steel plates rotate together as a single unit and transfer
power from engine to gearbox.

Disengagement of Clutch:-

1) For Disengagement of clutch, an operator has to press clutch pedal.

2) As we press the clutch pedal, the pressure plate is moved in backward direction.

3) It results in removal of pressure on set of friction plate and steel plate.

4) Now the frictional contact between these two plates is loosen.

5) lt breaks the contact between engine shaft and gearbox shaft.

6) This condition is known as disengaged condition.

7) Now if we release the pedal again then the thrust spring again pushes the
pressure plate onfriction plates which will result in the engagement of the clutch.

Advantages:

The multi plate clutch has the following advantages:-

 Less effort requires to operate this clutch.

 It is compact in size and hence requires less space.
 It has a high power transmission capacity.
Disadvantages:

The multi plate clutch has the following disadvantages:-

 It uses many numbers of plates hence more heat generates in this type of clutch.
 It is heavier in weight.
 It is costlier.

Applications

The multi plate has wide applications such as follows:-

 Motorcycle
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 Cars
 Scooter

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MODERN MOBILITY (21ME654)

Difference between single plate clutch and a multi plate clutch:

Explain with a neat sketch cone clutch

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MODERN MOBILITY (21ME654)

Cone clutch is the type of friction clutch in which the two conical shape components
are used forengagement and disengagement.

Working principle

 Cone clutch works on principle of Friction.

 The outer cone has friction lining on its inner conical surface & Inner cone has
frictionlining on its outer conical surface.
 Friction between this two cones is cause for the power transmission from the
flywheel tothe gearbox.

Construction

 It is consists of inner cone, Outer Cone, Spring.

 The outer cone has friction lining on its inner conical surface & inner cone has
frictionlining on its outer conical surface.
 The Outer cone is connected to the input shaft & inner cone is connected to clutch
shaft.
 The Inner cone is connected to clutch pedal through a linkage.

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Cone clutch working

The working of the cone clutch in engagement and disengagement of power
transmission fromengine to the gearbox is as follows: -

Engagement:-

In the normal position of clutch, when a vehicle is running, the inner cone is pressed
inside the outer cone. Therefore, due to the friction occurs between them, Power is
transmitted from the input shaft to the clutch shaft, Hence the clutch is in Engage
position.

Disengagement:

When the driver presses the clutch pedal, the inner cone moves towards the right side
against compressing spring (which means the inner cone comes outside from the outer
cone), Hence thereis no friction between the outer cone & the inner cone. Therefore, no
power transmission takes place from engine to gearbox. Hence in such a way, Clutch
Disengages.

When the Driver releases the clutch pedal, the inner cone again returns towards the left
side due to the expansion of the compressed spring. Hence Clutch is again Engages.

Advantages:

 It has advantage of higher power transmission capacity as compared to other

plate typesclutches since more surface area.
 Simple in construction.

Disadvantages:

Cone clutch has the disadvantage that if cones have less cone angle then there
becomes adifficulty in disengagement.

Application of cone clutch:

Currently, cone clutch is used in the following applications:-

 It is used in speed boats.

 It is used as synchronizer in synchromesh gearbox for clutch engagement.
 It is used in racing cars transmission system.

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Explain with a neat sketch centrifugal clutch

 Centrifugal clutch is an automatic clutch which is controlled by the engine speed

throughthe accelerator.
 When the engine speed increases above the certain limit, the clutch engages and
when theengine speed decreases, the clutch disengages automatically.
 This type of clutch design essentially consists of two members. One is the driving
memberwhich is fitted on the driving shaft.
 The other one is a driven member, which is just a drum and encloses the driving
member.
 The driving member consists of two curved shoes or flyweights having frictional
liningson them.
 The shoes are anchored at one end to the back plate and are kept in position be
means ofcoil springs
 The driving member rotates along with the engine shaft. When the engine speed
increases,the centrifugal force also increases.
 At certain engine speed the shoes fly outwards due to increased centrifugal force
and theycome in contact with the driven member.
 Now both driving and driven members rotate together and the clutch is said to be
engaged.
 When the engine speed decreases, the centrifugal force also decreases. Now, the
shoes return back to their original position due to spring force, which results in a

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disengagementof clutch

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Explain with a neat sketch Fluid coupling

The fluid coupling serves to transmit the engine torque to the gearbox, same as
the frictionclutch, but does it automatically and smoothly.

It consists of pump impeller (drive side) and turbine runner (driven side).

Both of these parts are provided with vanes radiating out from the center. These parts are
contained in a housing filled with oil and installed facing each other, with very little
clearance provided between them. The pump impeller is installed on the engine
crankshaft and the turbine runner coupled to transmission input shaft.

Working

When the engine rotates, the pump impeller provides motion to the oil in between the
blades to turn the turbine runner and transmit the engine power to the transmission.
When the engine speeddrops, the turbine runner will turn faster than the pump impeller,
so that the turbine runner will now be working as a pump impeller and exert a braking
action to the engine.

At idling, the pump impeller is rotating slowly and since the oil pressure is low, the
turbine runner receiving the oil does not turn.The oil merely circulates between the
opposing blades and there is no transmission of engine power to the propeller shaft.
This is because the oil pressure generated by the pump impeller is not large enough to
overcome the resistance of the drive wheels.

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Advantages of Fluid Coupling :

 Controlled start-up speed without shock loading of the power transmission

system
 There is no mechanical contact between the driving shaft and the driven shaft (or
betweenthe pump wheel and turbine wheel). Hence there is no frictional wearing
of them.
 Power transmission is smooth. Motor or engine starts unloaded.
 The power transmission is free from vibration.

Disadvantages of Fluid Coupling :

 There is always a slip. There is always a slight difference in the speed of the
pump wheeland turbine wheel
 The fluid-filled in casing must be compatible with the coupling component, it
directlyaffects the transmission behavior of the fluid coupling.
 Fluid coupling cannot develop torque when the driving shaft and driven shaft are
rotatingin the same angular velocity.

Gear Box
A gearbox is a mechanical component used to change the speed (RPM) and increase
the motor’storque

Functions of Gear Box

 To change the speed (RPM) and increase the motor’s torque
 To provide a neutral position
 To change the direction of rotation

Types of Gear Box

Sliding Mesh Gearbox– The simplest form of the gearbox, the sliding mesh gearbox
has spur gears. On the main shaft, there are three gears, while the other four are
attached to the layshaft.

Constant Mesh Gearbox– As the name suggests, all the gears are in continual mesh

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here. All the gears are helical except the reverse one. In this, dog clutches are used to
engage and disengage thegears.

Synchromesh Gearbox– The synchromesh gearbox has a synchronizer device similar to

the above type. Instead of sliding dog clutches, the synchromesh gearbox uses a
synchronizer for the ratio tochange. The two gears are engaged in frictional contact to
equalise the speed

Explain with neat sketch Sliding mesh Gear Box

Sliding mesh gearbox is a transmission system that consists of various sets of gears
and shafts that are arranged together in an organized fashion and the shifting or
meshing of different gear ratios is done by the sliding of gears towards right and left
over the splined shaft with the help of a gearlever operated by the driver.

Components of a Sliding Mesh Gearbox

(i) Shafts –
Sliding mesh gearbox consists of 3 shafts that are-

1. Main Shaft-

It is the shaft used as an output shaft in a sliding-mesh over which the sets of gears with

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internallysplined grooves are arranged in an organized fashion. The outer surface of this
shaft is made splined so that the gears can easily slide over this shaft in order to mesh
with the appropriate gear.

2. Clutch Shaft-

It is the shaft that is used to carry engine output to the transmission box with the help of
engaging and disengaging clutch which is mounting at the engine end, gear or a pair of
gear is mounted over this shaft which is used to transmit rotational motion to the lay
shaft.

3. Lay Shaft-

It is the shaft having gears mounted over its outer surface and is in continuous rotation
with the clutch shaft as one gear of this shaft is always in contact with a gear on the
clutch shaft, it is used as an intermediate shaft ( between the main shaft and clutch
shaft ) that provides the meshing of the gears of the main shaft in order to transmit
appropriate output to the final drive.

(ii) Gears –

Two types of gear were usually used in sliding mesh gearbox.

Spur gear- This is the type of gears having straight-cut teethes over its surface,
straight teethesproving maximum meshing area.

Helical gear- This is the type of gear in which the teethes are cut in an angular fashion,
unlike spurgears this type of gears are smooth and less noisy.

(iii) Gear lever-

It is the selecting mechanism operated by the driver in order to select the appropriate
gear ratio,this liver is connected to the main shaft along with the selector forks.

Working of Sliding Mesh Gearbox

The shifting of gears is obtained by the meshing of the gears on the main shaft with

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the gears onthe lay shaft by right or left sliding of gears on the main shaft in order to
obtain appropriate gears,

First gear

First gear provides maximum torque at low speed which is obtained when the smallest
gear on thelay shaft meshes with the biggest gear on the main shaft in order to provide
high torque. When gear D mesh with gear C, the first gear can be obtained

Second gear

Second gear provides less torque and higher speed than first gear and is obtained when
the middlesize gear of the main shaft meshes with the second smallest gear on the lay
shaft and high speed

and second high torque is transmitted to the final drive. When gear F mesh with gear E,
the secondgear can be obtained

Third gear

Third gear provides maximum speed and minimum torque to the final drive and is also
known as high-speed gear or top gear in sliding mesh gearbox, this gear is obtained
when the smallest gear of the main shaft meshes with the biggest gear of the lay shaft.

Reverse gear

When the reverse gear is selected, the rotation of the output shaft is reversed which is
made possible by using an idler gear between the main shaft and lay shaft that changes
the rotation of the output shaft and the vehicle starts moving in the reverse direction.
When gear D mesh with gear G, the reverse gear can be obtained

Explain with neat sketch Constant mesh Gear Box

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In constant mesh gearbox all the gears of main shaft are always in mesh with gear on lay
shaft.

1. Counter shaft or Lay Shaft:

This shaft is in direct contact with the clutch and the main shaft. Keeping in mind
according tothe gear ratio, the speed of the counter shaft may be less that the speed
of the engine. The gearratio can be defined as the ratio of the teeth of driven gear to
the teeth of the driver gear.

2. Main shaft:

This shaft operates the speed of the vehicle. The power is made available to the
main shaftthrough the gears from the counter shaft. This is done in accordance
with the gear ratio.

3. Dog clutch:

Dog clutch is special feature of constant mesh gearbox. It is used for the coupling of
any two shafts. This is done by interference. Using a dog clutch, various gears can be
locked to the outputand input shafts.

4. Gears:

The main work of the gears is the transmission of power between the shafts. If the
gear ratio is more than one, the main shaft will work at a speed that is slower than the
counter shaft, and viceversa.

Working:

 When the right side dog clutch slides to left, the first gear can be obtained and
the samedog clutch slides right side, the reverse gear can be obtained
 When the left dog clutch slides to right side , the second gear can be obtained and
the samedog clutch slides left side, the top gear can be obtained

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Explain with neat synchromesh Gear Box

Synchromesh Gearbox is similar to the Constant Mesh Gearbox in which dog clutches in
the Constant Mesh Gearbox are replaced by Synchromesh devices for smoother
engagement of gears.

The friction between the dog clutch and the associated gear will be less and due to this,
there is a possibility of slip. To avoid this, the Synchronizers are used so that it can
engage smoothly with the gears and there will be no slippage.

The figure shown below consists of Gears B, C, D, and E attached to the main shaft A and
are freeto rotate and are always in mesh with the gears on the layshaft.

As long as the main shaft A rotates, the gears connected with the main shaft also rotate.

The synchromesh device is placed in between the two Gears similar to dog clutches in
a constantmesh gearbox

F1 & F2 → Free to slide on Splines

G1 & G2 → Ring Shaped members having internal teeth fits on to the external teeth of
F1 & F2.K1 & K2 → Dog teeth on B & D resp.
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L1 & L2 → Dog teeth on C & E resp.

S1 & S2 → Forks (Gear changing

levers)T1 & T2 → Balls supported by
Springs.
M1, M2, N1, N2, P1, P2, R1, and R2 → Frictional surfaces.

Working

 The gears B, C, D, and E are placed on the bearings connected to the main shaft.
 The Synchromesh Device which has internal splines are placed in between the
two gears and also placed on the external splines of the main shaft. The internal
gear G1 meshes withexternal gear F1.

Power Transmission by the First Gear:

 When the main shaft A rotates, the power will be transferred to the gear U3 of the
layshaftwhich rotates Gear D of the main shaft.
 Now for the engagement of the gear D, the synchromesh device has to be slid
towards theleft with the help of Fork S2 so that the tapered surface P1 and P2
mesh with each other.
 As the P2 is moving with some speed, the same speed will be given to the P1
because theyare in contact with each other. Hence the synchromesh device
starts rotating.
 The internal gear G2 which is attached to the F2 also slides towards the left so
that it canmesh onto the Gear K2.
 Now, after meshing, the power is to be transferred

fromB→ U1→ U3→ D→ F2→ Splines→ Main

shaft.

Similarly for second gear

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B→ U1→ U2→ C→ F1→ Splines→ Main

shaft.Similarly for third gear

B→ F1→ Splines→ Main

shaft.For reverse gear

B→ U1→ U4→ U5→ E→ F2→ Splines→ Main shaft

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Explain with neat sketch differential

Differential is the mechanism by means of which outer wheel runs faster than the
inner wheelwhile taking a turn.

Figure shows the various parts of a differential unit. The bevel pinion is fixed to the
proper shaft which rotates the crown wheel. The crown wheel has another unit called
the differential unit. It consists of two bevel gears (sun gears) and two bevel pinions
(planet gears). The bevel gears are in contact with the half shaft of the rear axle.

When the crown wheel is rotating, it rotates the differential unit. The bevel(sun) gears of
the differential rotate the two half shafts.

Working

When the car is on a straight road, the crown wheel (ring gear), differential cage, pinions
gears and two differential side gears all turn as a unit. The two differentia pinion gears
donot rotate on the pinion shaft. This is because they exert equal force on the two
differential side gears. As a result, the side gears turn at the same speed as the ring
gear, which causes both drive wheels to turn at the same speed. However, when the car
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begins to round a curve, the differential pinion gears rotate on the pinion shaft, this
permits the outer wheel to turn faster than the inner wheel.

Torque converter

A torque converter is a type of fluid coupling which is used to transfer rotating power
from the engine of a vehicle to the transmission. It takes place of a mechanical clutch in
an automatic transmission. It lies in between the engine and transmission. It has the
same function as the clutchin manual transmission.

Its main functions are:

1. It transfers the power from the engine to the transmission input shaft.

2. It multiplies the torque of the engine and transmits it to the transmission. It almost
doubles theoutput torque

Construction

The torque converter has three main parts

1. Impeller or Pump

The impeller is connected to the housing and the housing connected to the engine shaft.
It has curved and angled vanes. It rotates with the engine speed and consists of
automatic transmission fluid. When it rotates with the engine, the centrifugal force

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makes the fluid move outward. The blades of the impeller are designed in such a way
that it directs the fluid towards the turbine blades. It acts as a centrifugal pump which
sucks the fluid from the automatic transmission and delivers itto the turbine.

2. Stator

The stator is located in between the impeller and turbine. The main function of the stator
is to givedirection to the returning fluid from the turbine, so that the fluid enters to the
impeller in the direction of its rotation. As the fluid enters in the direction of the impeller,
it multiplies the torque.So the stator helps in the torque multiplication by changing the
direction of the fluid and allows it to enter in the direction of the impeller rotation. The
stator changes the direction of fluid almost up to 90 degrees. The stator is mounted
with a one-way clutch that allows rotating it in one direction and preventing its rotation
in other directions. The turbine is connected to the transmission system of the vehicle.
And the stator is placed in between the impeller and turbine.

3. Turbine

The turbine is connected to the input shaft of the automatic transmission. It is present at
the engineside. It also consists of curved and angled blades. The blades of the turbine
are designed in such a way that it can change the direction of the fluid completely that
strikes on its blades. It is the changein the direction of the fluid that forces the blades to
move in the direction of the impeller. As the turbine rotates the input shaft of the
transmission also rotates and made the vehicle to move.

Working of Torque Converter

It has three stages of operations

1. Stall: During the stall (stop) condition of the vehicle, the engine is applying power to
the impeller but the turbine cannot rotate. This happens, when the vehicle is stationary
and the driver has kept his foot on the brake paddle to prevent it from moving. During
this condition maximum multiplication of torque takes place. As the driver removes its
foot from the brake paddle and presses the accelerator paddle, the impeller starts
moving faster and this sets the turbine to move. At this situation, there is a larger
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difference between the pump and turbine speed. The impeller speed is much greater
than the turbine speed.

2. Acceleration: During acceleration, the turbine speed keeps on increasing, but still
there is a large difference between the impeller and turbine speed. As the speed of the
turbine increases the torque multiplication reduces. During acceleration of the vehicle
the torque multiplication is less than that is achieved during a stall condition.

3. Coupling: It is a situation when the turbine achieved approximately 90 percent speed

of the impeller and this point is called the coupling point. The torque multiplication
seizes and becomes zero and the torque converter behaves just like a simple fluid
coupling. At the coupling point the lock-up clutch comes into play and locks the turbine
to the impeller of the converter. This puts theturbine and impeller to move with the same
speed. A lock-up clutch engages only when the coupling point is achieved. During
coupling the stator also starts to rotate in the direction of the impeller and turbine
rotation.

Difference Between Torque Converter and Fluid Coupling

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Automatic Transmission:
A transmission system in which various speeds are obtained automatically is called
“Automatic Transmission”. The driver merely selects the general car conditions such
as neutral, forward or reverse. The selection, timing and engagement of
gears for the required gear speeds are accomplished automatically when
the accelerator pedal is pressed down. Automatic transmission does not
require gear change lever or clutch pedal since clutch and transmission is a
combined unit and work automatically,

The transmission operates basically by controlling the “Vehicle speed and

Engine load”. Increasing vehicle speed needs changing gears upwards,
whereas increasing engine load necessitates change from higher to lower
gears. The engine load sensitive control unit is operated by depressing the
accelerator pedal.
Principle of operation of an Automatic Transmission: -
In the automatic transmission, the “Torque convertor” is placed between
the engine and the transmission housing. This unit absorbs slip as per the
changes in engine speed and road conditions.
The output from the torque convertor is led into the epicyclic gear train
which is used to change gears.
Multiple plate clutches and band brakes are used for braking various
elements of the epicyclic gear trains.
The clutch and band brake operation is by hydraulic mechanism (using
cylinders and pistons).
“Governor valve” senses vehicle speed and “Throttle valve” senses
engine load. Both provide pressure signals to the “Hydraulic control

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 29

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block” which directs hydraulic fluid to respective valves and cylinders for
actuation of clutches and brakes.

Advantages of Automatic Transmission: -

Driver fatigue is reduced as there are no clutches or gear levers to
operate (more relevant in dense traffic conditions).
Automatic vehicles allow to keep both hands on the steering wheel,
hence higher driving safety.
Driving an automatic vehicle facilitates greater comfort for the driver because his
feet have to work just two pedals – the accelerator and the brake.
Since transmission always engages the right gear for the prevailing
driving conditions, therefore over revving or laboring of the engine is
eliminated.
Dis-advantages of Automatic Transmission: -
Automatic vehicles are more expensive than manual transmission
vehicles. They are also more expensive to maintain and repair.
An automatic vehicle depends on the torque convertor to switch gears,
making it less fuel-efficient.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 30

MODERN MOBILITY (21ME654)

Automated Manual Transmission (AMT): -

The automated manual transmission (AMT) is an intermediate technological
solution between the manual transmission used in Europe and Latin America and the
automated transmission popular in North America, Australia, and parts of Asia. The driver,
instead of using a gear shift and clutch to change gears, presses a + or – button
and the system automatically disengages the clutch, changes the gear, and engages the
clutch again while modulating the throttle; the driver can also choose a fully automated
mode. AMT is an add-on solution on classical manual transmission systems, with
control technology helping to guarantee performance and ease of use. An AMT is
composed of a dry clutch, a gearbox, and an embedded dedicated control system
that uses electronic sensors, processors, and actuators to actuate gear shifts on the
driver’s command. This removes the need for a clutch pedal while the driver is still able
to decide when to change the gear. The clutch itself is actuated by electronic
equipment that can synchronize the timing and the torque required to make gear shifts
quick and smooth. The system is designed to provide a better driving experience,
especially in cities where congestion frequently causes stop-and-go traffic patterns.
AMTs have been used in racing cars for many years, but only recently have they become
feasible for use in everyday vehicles with their more stringent requirements for reliability,
cost,
and ease of use.
Benefits of AMT are: -
It is convenient to operate and hence reduces the driving stress considerably.
It improves the life of the clutch components.
Accurate gear shifts help to reduce fuel consumption up to 5%.
Improved fuel economy leads to emission reduction.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 31

MODERN MOBILITY (21ME654)

Continuously Variable Transmission (CVT): -

Conventional automatic transmissions use a set of gears that provides a
given number of ratios (or speeds). The transmission shifts gears to
provide the most appropriate ratio for a given situation: Lowest gears for
starting out, middle gears for acceleration and passing, and higher gears
for fuel-efficient cruising.

The CVT replaces the gears with two variable-diameter pulleys, each
shaped like a pair of opposing cones, with a metal belt or chain running
between them. One pulley is connected to the engine (input shaft) and the
other to the drive wheels (output shaft). The halves of each pulley are
movable; as the pulley halves come closer together the belt is forced to
ride higher on the pulley, effectively making the pulley's diameter
larger.
Changing the diameter of the pulleys varies the transmission's ratio (the
number of times the output shaft spins for each revolution of the engine),
in the same way, that a 10-speed bike routes the chain over larger or

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smaller gears to change the ratio. Making the input pulley smaller and
the output pulley larger gives a low ratio (a large number of engine
revolutions producing a small number of output revolutions) for
better low-speed acceleration. As the car accelerates, the pulleys vary
their diameter to lower the engine speed as car speed rises.
This is the same thing a conventional transmission does, but instead of
changing the ratio in stages by shifting gears, the CVT continuously
varies the ratio -- hence its name.
CVT provides driving comfort as given by automatics without any
loss in vehicle performance. Absence of a torque convertor means that
there are no slippage losses. However, application is limited due to
difficulties in manufacturing a reliable and
durable system.

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 33

MODERN MOBILITY (21ME654)

Dr Shadakshari R Dept. of Mechanical Engg. Acharya Institute of Technology, Bengaluru- 34