Introduction: An automatic gear change device includes a first

actuator operation control circuit for controlling the operation of a

first actuator, a second actuator operation control circuit for

controlling the operation of a second actuator, and a main control

circuit for controlling the operation of the first and second actuator

operation control circuits. The device further includes a

communication line interconnecting the first and second actuator

operation control circuits to thereby enable data

transmission/reception between each operation control circuit and the

main control circuit through the other actuator operation control

circuit and the communication line

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. Most automatic

transmissions have a defined set of gear ranges, often with a parking

pawl feature that locks the output shaft of the transmission.

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 atorque converter to provide a variable gearing of

the engine to the wheels.

1. An automatic gear change device for controlling the operation of a

gear transmission and a clutch, said clutch for engaging and

disengaging said gear transmission, said device comprising:

a first actuator connected to said clutch, said first actuator operating

said clutch in response to a first actuator signal;

a second actuator connected to said gear transmission, said second

actuator operating said gear transmission in response to a second

actuator signal;

a first actuator operation control means, connected to said first

actuator, for outputting said first actuator signal in response to target

data;

a second actuator operation control means, connected to said second

actuator, for outputting said second actuator signal in response to said

target data;

a main control means, connected to said first actuator operation

control means by a first signal path and connected to said second

operation control means by a second signal path, for outputting said

target data;

a communication means for electrically interconnecting said first

actuator operation control means and said second actuator operation

control means;

a first stroke sensor connected to said first actuator and said first

actuator operation control means, said first stroke sensor outputting to

said first actuator operation control means a first position signal in

accordance with a stroke of said first actuator; and,

a second stroke sensor connected to said second actuator and said

second actuator operation control means, said second stroke sensor

outputting to said second actuator operation control means a second

position signal in accordance with a stroke of said second actuator;

wherein a first electrical signal path is established between said main

control means and said first actuator operation control means through

said second signal path and said second actuator operation control

means and said communication means when said first signal path is

inoperative;

wherein a second electrical signal path is established between said

main control means and said second actuator operation control means

through said first signal path and said first actuator operation control

means and said communication means when said second signal path

is inoperative; and,

wherein said first and second actuator operation control means

respectively output first and second position data to said main control

means, said first and second position data respectively corresponding

to said first and second position signals.

2. An automatic gear change device as claimed in claim 5, said first

actuator operation control means comprising:

a decoder for converting said target data received from said main

control means into corresponding electrical signals;

a variable gain regulator connected to said decoder for converting

each of said electrical signals to a corresponding signal having a

predetermined voltage level;

a pulse-width modulator connected to said variable gain regulator for

modulating the pulse-width of said signal having a predetermined

voltage level and for supplying the thus generated modulated signal to

said first actuator; and

an encoder connected to said first stroke sensor for outputting said

first position data in response to said first position signal.

3. An automatic gear change device as claimed in claim 1, wherein

said first actuator operation control means comprises a switching unit

for selectively establishing an electrical signal path between said main

control means and said first actuator operation control means, and

between said second actuator operation control means and said first

actuator operation control means.

4. An automatic gear change device as claimed in claim 2, wherein

said first actuator operation control means further comprises a

switching unit for selectively establishing an electrical signal path

between said main control means and said first actuator operation

control means, and between said second actuator operation control

means and said first actuator operation control means.

5. An automatic gear change device as claimed in claim 4, wherein

said first actuator operation control means further comprises a central

processing unit for controlling the operation of said decoder, said

variable gain regulator, said pulse-width modulator, said encoder, and

said switching unit.

Description:

BACKGROUND OF THE INVENTION

1. Field of the Invention:

The present invention relates to an automatic gear change device for

controlling the operation of a gear transmission and a clutch in an

automotive vehicle.

2. Description of the Prior Art:

One example of automatic gear change devices of the type described

is disclosed in Japanese patent laid-open publication No. 61-192954

in which two actuators for manipulating a clutch and a gear

transmission are controlled based on the control signals issued from a

single control unit. The control unit is mainly composed of a

microprocessor operable to determine the control signals based on

input signals representing various travelling condition data including

the vehicle speed.

The disclosed device is disadvantageous, however, in that the control

unit and the actuators have a low compatibility with the

corresponding components in an automobile of a different type.

With this difficulty in view, a somewhat successful device has been

proposed in Japanese patent application No. 61-154339 filed by the

present assignee. The proposed device includes an actuator operation

control unit which takes over a portion of the function of the

conventional main control unit, and a main control unit for controlling

the actuator operation control unit, the actuator operation control unit

being disposed adjacent to each actuator for controlling the operation

of the latter.

The foregoing device is still unsatisfactory, however, in that since the

actuator operation control units are connected to the main control unit

by exclusive connecting lines, they are likely to runaway when the

exclusive connecting lines are damaged or broken away.

Definition

The transmission is a device that is connected to the back of the

engine and sends the power from the engine to the drive wheels. An

automobile engine runs at its best at a certain RPM (Revolutions Per

Minute) range and it is the transmission's job to make sure that the

power is delivered to the wheels while keeping the engine within that

range. It does this through various gear combinations. In first gear,

the engine turns much faster in relation to the drive wheels, while in

high gear the engine is loafing even though the car may be going in

excess of 70 MPH. In addition to the various forward gears, a

transmission also has a neutral position, which disconnects the engine

from the drive wheels, and reverse, which causes the drive wheels to

turn in the opposite direction allowing you to back up .

The need to shift from manual to automatic transmission

The key difference between a manual and an automatic transmission

is that the manual transmission locks and unlocks different sets of

gears to the output shaft to achieve the various gear ratios, while in an

automatic transmission the same set of gears produces all of the

different gear ratios. The planetary gear set is the device that makes

this possible in an automatic transmission. Driving a manual

transmission is especially painful in stop-and-go traffic, where you

constantly have to change your gear state. You might also make the
case that having to concentrate on shifting your transmission takes

some of your attention away from the actual driving, which is

dangerous, because you might be concentrating on your tachometer or

your gearshift when you really should be focusing on the traffic. An

automatic transmission bypasses these problems entirely .

Planetary Gear Sets

The automatic system for current automobiles uses a planetary gear

set instead of the traditional manual transmission gear set. The

planetary gear set contains four parts: sun gear, planet gears, planet

carrier, and ring gear (see Figure 1 .) Based on this planetary set

design, sun gear, planet carrier, and ring gear spin centrifugally. By

locking one of them, the planetary set can generate three different

gear ratios, including one reverse gear, without engaging and

disengaging the gear set.

Normally an automatic transmission system has two planetary gear

sets with different sizes of sun gears with their planet gears inter-

meshed. Only one planet carrier is used to connect both sets of planet
gears. This is called a compound planetary gear set. This design can

generate four different gear ratios and one reverse gear.

Hydraulic System

It uses a special transmission fluid sent under pressure by an Oil

Pump through the Valve Body to control the Clutches and the Bands

in order to control the planetary gear sets. Both the band and clutch

piston are pressurized by the hydraulic system. The part connecting

the band or clutches to the hydraulic system is called the shift valve,

while the one connecting the hydraulic system to the output shaft is

called the governor (see Figure 4 ). The governor is a centrifugal

sensor with a spring loaded valve. The faster the governor spins, the

more the valve opens. The more the valve opens, the more the fluid
goes through and the higher the pressure applied on the shift valve.

Therefore, each band and clutch can be pushed to lock the gear based

on a specific spin speed detected by the governor from the output

shaft. To make the hydraulic system work efficiently, a complex maze

of passages was designed to replace a large number of tubes

1.AGC or Automatic Geared Car as you are referring to is

actually a Atuomated Manual Transmission.

2. Automated Manual Transmission is nothing more than a

manual transmission which is fully automated. Meaning the

system will do the shifts for you instead of you doing manually

after the transmission S/W communicates with Engine S/W and

matches the pre-defined torque curves.

3. Manual Transmissions generally have a Spur/Helical Gear

system where as AMT's have a planetory gear system in range

section of transmission with/with out combination of

spur/helical gear in main section.

4. AMT's are lot more expensive than Manual Transmissions

due to additional electronic shift modules and special clutch to

transmit motion from engine flywheel to transmission.

5. Vehicles with AMT's have fuel efficiency marginally lower

than those with Manual transmissions. The variation was much

more previously but margin decreased in past few years due to

lot of technology advancements.

6. Repairing/Taking apart a AMT is much more complex due to

Planetory gear system and other system arrangements.

7. You can control the amount of torque you would like to put

out in a Manual transmission whereas there is a time lag in

AMT's between the time you press the accelerator and torque

generated in engine transmitting to transmission (and

transmission completing the shift to appropriate gear) due to

various reasons including the ECU communication lag.

A truly automatic transmission is a CVT (Continuous Variable

Torque transmission which is different from Manual and AMT

transmissions) where the motion is transmitted from engine to

transmission to wheels continuously without interruption (with

manual and automated manual's there is interruption of torque

during shifting whereas you don't have any shifting in CVT's).

 Very Few cars in the world offer a CVT transmission b'cos of

difficulties in transmitting torque and huge cooling

requirements. Nissan Murano/Altima is one of vehicle's that

comes to my mind which has a thoroidal gear CVT transmission

which is a unique Nissan Design. Allison (highway truck)

transmission is also a CVT transmission which transmits torque

using fluids and requires enormous amount of cooling. There is

one more CVT transmission which uses pulley type arrangement

which I have never seen (probably it exists) in Auto industry.

NEW DELHI: There are shades of grey in almost every aspect of life.

Ditto for car mobile entertainment systems where the ratio of grey is

substantial. Industry sources peg the grey market at almost 75% of the

estimated Rs 800 crore mobile car entertainment market in India.

But that has not deterred major players from launching their entire

range of futuristic car entertainment systems in the country. And the

latest on the list is JVC.

According to industry watchers, the parallel retail market is going to

be hit badly in the next three years due to lower customs duty and

increasing consumer awareness. The estimated Rs 200 crore

organised market is all set to explode. And quite logically, JVC wants

to have a large chunk of the pie.

Naokazu Kurihara, president, JVC Gulf, says, "India is a hot market

for consumer durables. With car sales shooting up, the demand for car

entertainment solutions is going to grow. Other than the grey market

our biggest competitor is Sony. We want to be up there with them. In

the last four months we have already cornered around 10% of the

organised market." The market is expanding and Kurihara is not the

only one who is excited.

Vivek Handoo, product head, In-Car Entertainment, Sony India, also

agrees on the growth factor. Handoo explains, "The car entertainment

market is expected to grow at around 16-18% every year primarily

because the automobile industry is expected to grow at the same rate.

And with increasing travelling time, the in-car entertainment products

will only see an upsurge in the coming years. From audio to video,

gaming to online connectivity, it's all going to be there in the car now.

The only anticipated difference is, that business will gradually shift

from the parallel to the organised market."

Good news then for the major players who have been struggling

against the huge consignments of smuggled products trafficked into

the country from mainly the Middle East and Singapore. K S Goindi,

MD, Nippon Audiotronix, which assembles & markets the Kenwood

brand in India, explains the reason for a thriving grey market.

"The total tax package on car stereo systems including customs duty,

excise duty and VAT, works out to be around 66% which is too steep

to fight the grey market. A person can get an entry level system from

the grey market, which works out 25-30% cheaper than from an
authorised dealer." Manufacturers and assemblers are saying that it is

not only they who are losing business but the government is losing

out on valuable revenues.

"From 15% three years back the customs duty has come down to 10%

this year," says Anil Khanna, director, Supreme Hi-Fidelity, Alpine

licensee in India. "The government is working towards it but we need

more cuts on customs duty to divert people from the cheaper grey

market."

If cheap alternatives are what people want then JVC has managed to

take the fight to the grey retailers. "Our product range starts from Rs

5,990 which is arguably much cheaper than our competitors. An

entry-level system in a grey market would cost almost the same. The

strategy is to make people aware about the benefits of buyingbuying

an original product that might be marginally more expensive than a

product which comes without warranty and insurance," says Kurihara.

And the main problem lies in entry-level products that drive the grey

market.
"It is only the less expensive products that are mainly sold in the grey

market because that particular customer segment always look for a

good deal. People who understand quality and good music will always

go for high end systems. The systems from Alpine are expensive and

meant for a niche segment. This segment will not compromise on

authenticity and hence we don't face a major threat from smuggled

goods," explains Khanna.

Threat or not manufacturers are not backing off from introducing new

technologies and products. Along with JVC's cutting edge iPod and

Bluetooth compatible systems and visual USB ports where you can

upload video files, Sony also has a few aces up its sleeve.

"We will soon have products giving an entire connectivity solution to

the customer. In addition to the already introduced Front Auxin and

USB port (in a single unit), a new revolutionary technology will be

launched in near future. Sony will also be introducing a flash memory

in the head units, which will enable customers to store music inside

the head units itself," promises Handoo. Well, the party is on. Just

don't forget to get your cars along!

Vision Inspection In Automotive Industry
A manufacturer of components for the

automotive industry needed an

automated solution to labor intensive

process. Vision Inspection systems can

perform repetitive tasks faster,

more accurately, and with greater

consistency over time than humans.

ACRIFAB Design and installs Vision

Inspection Systems for a perfect quality

inspection, future-proof and flexible.

Our aim is to assure a full Day trouble-

free production.

ACRIFAB are also popular for to make

customized (like tailor-made) solution

for any automotive part. ACRIFAB

PRIVATE LIMITED are Vision

Inspection Machine Manufacturer, We

also provide Online Rejection Based

Sorting Machine for Automotive parts.

Gear Inspection System

Item Code: APL002-001

ACRIFAB PVT.LTD., deals in High

speed Vision Inspection Machines for

Automotive parts. We provide

customized Machines as per customer

application with automatic online

sorting/Rejection with 100% accuracy.

Acrifab’s gear inspection system

enables high speed and automated

inspection of all type gear as well as it

also very the two same gear with

different notch position. Here entire

above image with software tools

checks product data and then software

will announce result.

By using Vision Inspection System,

 Teeth Inspection

 Teeth Counting

 Pattern Matching

 Angel Measurement

 Assembly Verification

 Pitch Measurement

 Notch Presence/Absence"
An automatic transmission (also called automatic gearbox) is a type

of motor vehicle transmission that can automatically change gear

ratios as the vehicle moves, freeing the driver from having to shift

gears manually. Most automatic transmissions have a defined set of

gear ranges, often with a parking pawl feature that locks the output

shaft of the transmission stroke face to keep the vehicle from rolling

either forward or backward.

Similar but larger devices are also used for heavy-duty commercial

and industrial vehicles and equipment. Some machines with limited

speed ranges or fixed engine speeds, such as some forklifts and lawn

mowers, only use a torque converter to provide a variable gearing of

the engine to the wheels.

Besides automatics, there are also other types of automated

transmissions such as a continuously variable transmission (CVT) and

semi-automatic transmissions, that free the driver from having to shift

gears manually, by using the transmission's computer to change gear,

if for example the driver were redlining the engine. Despite

superficial similarity to other transmissions, automatic transmissions

differ significantly in internal operation and driver's feel from semi-

automatics and CVTs. An automatic uses a torque converter instead

of a clutch to manage the connection between the transmission

gearing and the engine. In contrast, a CVT uses a belt or other torque

transmission scheme to allow an "infinite" number of gear ratios

instead of a fixed number of gear ratios. A semi-automatic retains a

clutch like a manual transmission, but controls the clutch through

electrohydraulic means.

A conventional manual transmission is frequently the base equipment

in a car, with the option being an automated transmission such as a

conventional automatic, semi-automatic, or CVT. The ability to shift

gears manually, often via paddle shifters, can also be found on certain

automated transmissions (manumatics such as Tiptronic), semi-

automatics (BMW SMG), and CVTs (such as Lineartronic).

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. (Munro obtained UK patent

GB215669 215,669 for his invention in 1924 and US patent 1,613,525

on 4 January 1927). Being a steam engineer, Munro designed his

device to use compressed air rather than hydraulic fluid, and so it

lacked power and never found commercial application. The first

automatic transmission using hydraulic fluid was developed in 1932

by two Brazilian engineers, José Braz Araripe and Fernando Lehly

Lemos and subsequently the prototype and plans were sold off to

General Motors who introduced it in the 1940 Oldsmobile as the

"Hydra-Matic" transmission.[citation needed] They were incorporated

into GM-built tanks during World War II and, after the war, GM

marketed them as being "battle-tested".

Contents

1 Comparison with manual transmission

 2 Automatic transmission modes

3 Hydraulic automatic transmissions

3.1 Parts and operation

3.2 Energy efficiency

3.3 History and improvements

4 Automatic transmission models

5 Continuously variable transmissions

6 Manually controlled automatic transmissions

7 See also

8 References

9 Further reading

10 External links

Comparison with manual transmission

Most cars sold in North America since the 1950s have been available

with an automatic transmission based on the fact that the three major

American car manufactures had started using automatics.[1]

Conversely, in Europe a manual gearbox is standard, with 20% of

drivers opting for an automatic transmission.[2] In some Asian

markets and in Australia, automatic transmissions have become very

popular since the 1990s.[citation needed]

Vehicles equipped with automatic transmissions are not as complex to

drive. Consequently, in some jurisdictions, drivers who have passed

their driving test in a vehicle with an automatic transmission will not

be licensed to drive a manual transmission vehicle. Conversely, a

manual license will allow the driver to drive both manual and

automatic vehicles. Examples of driving license restrictions are

Croatia, Dominican Republic, Israel, United Kingdom, some states in

Australia, France, Portugal, Latvia, Lebanon, Lithuania, Ireland,

Belgium, Germany, the Netherlands, Sweden, Spain, Austria,

Norway, Hungary, South Africa, Trinidad and Tobago, Belize, Japan,

China, Hong Kong, Macau, Mauritius, South Korea, Romania,

Singapore, Philippines, United Arab Emirates, Qatar, India, Estonia,

Finland, Saudi Arabia (in March 2012), Switzerland, Slovenia,

Republic of Ireland and New Zealand (restricted licence

only).[citation needed]

Automatic transmission 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 conforming

to US Government standards[3] 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. However, it should be noted that the vehicle's non-

driven wheels are still free to rotate, and the driven wheels may still

rotate individually (because of the differential). For this reason, it is

recommended to use the hand brake (parking brake) because this

actually locks (in most cases) the wheels and prevents them from

moving. It is typical of front-wheel-drive vehicles for the parking

brake to lock the rear (non-driving) wheels, so use of both the parking

brake and the transmission park lock provides the greatest security

against unintended movement on slopes. 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, and may even

prevent the pin from releasing. 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). 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). 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 instead be placed in neutral with

the air-operated parking brakes set.

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[citation needed]. 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 electronic transmissions prevent

or delay engagement of reverse gear altogether while the car is

moving.

Some shifters with a shift button allow the driver to freely move the

shifter from R 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 which could damage the

transmission, especially at high speeds.

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.

Similarly, emergency towing with an automatic transmission in

neutral should be a last resort. Manufacturers understand emergency

situations and list limitations of towing a vehicle in neutral (usually

not to exceed 55 mph and 50 miles). This is the only other selection in

which the vehicle's engine may be started.

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. The number of gear ratios

within the transmission depends on the model, but they initially

ranged from three (predominant before the 1990s), to four and five

speeds (losing popularity to six-speed autos, though still favored by

Chrysler and Honda/Acura)[citation needed]. Six-speed automatic

transmissions are probably the most common offering in cars and

trucks from 2010 in carmakers as Toyota, GM and Ford. However,

seven-speed automatics are becoming available in some high-

performance production luxury cars (found in Mercedes 7G gearbox,

Infiniti), as are eight-speed autos in models from 2006 introduced by

Aisin Seiki Co. in Lexus, ZF and Hyundai Motor Company. From

2013 are available nine speeds transmissions produced by ZF and

Mercedes 9G.

Overdrive ('D', 'OD', or a boxed [D] or the absence of an illuminated

'O/D OFF')

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 35–45 mph (56–

72 km/h). Under hard acceleration or below 35–45 mph (56–72

km/h), the transmission will automatically downshift. Other vehicles

with this selector (example light trucks) will not only disable up-shift

to the overdrive gear, but keep the remaining available gears

continuously engaged to the engine for use of compression braking.

Verify the behavior of this switch and consider the benefits of reduced

friction brake use when city driving where speeds typically do not

necessitate the overdrive gear.

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 down hill. Some vehicles will automatically shift up

out of third gear in this mode if a certain revolutions per minute

(RPM) range is reached in order to prevent engine damage. This gear

is also recommended while towing a trailer.

Second (2 or S)

This mode limits the transmission to the first two gear ratios, or

locks the transmission in second gear on Ford, Kia, and Honda

models. 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.

Although traditionally considered second gear, there are other

names used. Chrysler models with a three-speed automatic since the

late 1980s have called this gear 3 while using the traditional names

for Drive and Low. Oldsmobile has called second gear as the 'Super'

range — which was first used on their 4-speed Hydramatic

transmissions, although the use of this term continued until the early

1980s when GM's Turbo Hydramatic automatic transmissions were

standardized by all of their divisions years after the 4-speed

Hydramatic was discontinued.

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.

As well as the above modes there are also other modes, dependent on

the manufacturer and model. Some examples include:

D5
 In Hondas and Acuras equipped with five-speed automatic

transmissions, this mode is used commonly for highway use (as stated

in the manual), and uses all five forward gears.

D4

This mode is also found in Honda and Acura four or five-speed

automatics, and only uses the first four gear ratios. According to the

manual, it is used for stop-and-go traffic, such as city driving.

D3 or 3

This mode is found in Honda, Acura, Volkswagen and Pontiac

four-speed automatics and only uses the first three gear ratios.

According to the manual, it is used for stop-and-go traffic, such as

city driving.

D2 and D1

These modes are found on older Ford transmissions (C6, etc.). In

D1, all three gears are used, whereas in D2 the car starts in second

gear and upshifts to third.

S or Sport
 This is commonly described as Sport mode. It operates in an

identical manner as "D" mode, except that the upshifts change much

higher up the engine's rev range. This has the effect on maximising all

the available engine output, and therefore enhances the performance

of the vehicle, particularly during acceleration. This mode will also

downchange much higher up the rev range compared to "D" mode,

maximising the effects of engine braking. This mode will have a

detrimental effect on fuel economy. Hyundai has a Norm/Power

switch next to the gearshift for this purpose on the Tiburon.

Some early GMs equipped with HYDRA-MATIC transmissions used

(S) to indicate Second gear, being the same as the 2 position on a

Chrysler, shifting between only first and second gears. This would

have been recommended for use on steep grades, or slippery roads

like dirt, or ice, and limited to speeds under 40 mph. (L) was used in

some early GMs to indicate (L)ow gear, being the same as the 2

position on a Chrysler, locking the transmission into first gear. This

would have been recommended for use on steep grades, or slippery

roads like dirt, or ice, and limited to speeds under 15 mph.

+ −, and M

This is for the Manual mode selection of gears in certain

automatics, such as Porsche's Tiptronic and Honda's StepTronic. The

M feature can also be found in Chrysler and General Motors products

such as the Dodge Magnum, Journey, and Pontiac G6, Mazda

products such as the Mazda 3, Mazda6, and the CX-7, as well as

Toyota's Camry, Corolla, Fortuner, Previa and Innova. Mitsubishi and

some Audi models (Audi TT), meanwhile do not have the M, and

instead have the + and -, which is separated from the rest of the shift

modes; the same is true for some Peugeot products like Peugeot 206.

Meanwhile, the driver can shift up and down at will by toggling the

(console mounted) shift lever similar to a semi-automatic

transmission. This mode may be engaged either through a

selector/position or by actually changing the gears (e.g., tipping the

gear-down paddles mounted near the driver's fingers on the steering

wheel).

Winter (W)

In some Volvo, Mercedes-Benz, BMW and General Motors Europe

models, a winter mode can be engaged so that second gear is selected

instead of first when pulling away from stationary, to reduce the

likelihood of loss of traction due to wheel spin on snow or ice. On

GM cars, this was D2 in the 1950s, and is Second Gear Start after

1990. On Ford, Kia, and Honda automatics, this feature can be

accessed by moving the gear selector to 2 to start, then taking your

foot off the accelerator while selecting D once the car is moving.

Brake (B)

A mode selectable on some Toyota models. In non-hybrid cars, this

mode lets the engine do compression braking, also known as engine

braking, typically when encountering a steep downhill. Instead of

engaging the brakes, the engine in a non-hybrid car switches to a

lower gear and slows down the spinning tires. The engine holds the

car back, instead of the brakes slowing it down. GM called this "HR"
("hill retarder") and "GR" ("grade retarder") in the 1950s. For hybrid

cars, this mode converts the electric motor into a generator for the

battery (Regenerative Braking). It is not the same as downshifting in a

non-hybrid car, but it has the same effect in slowing the car without

using the brakes.

Hydraulic automatic transmissions

The predominant form of automatic transmission is hydraulically

operated; using a fluid coupling or torque converter, and a set of

planetary gearsets to provide a range of gear ratios.

Parts and operation

A hydraulic automatic transmission consists of the following parts:

Torque converter: A type of fluid coupling, hydraulically

connecting the engine to the transmission. It takes the place of a

mechanical clutch, allowing the transmission to stay in gear and the

engine to remain running while the vehicle is stationary, without

stalling. A torque converter differs from a fluid coupling, in that it

provides a variable amount of torque multiplication at low engine

speeds, increasing breakaway acceleration. This is accomplished with

a third member in the coupling assembly known as the stator, and by

altering the shapes of the vanes inside the coupling in such a way as

to curve the fluid's path into the stator. The stator captures the kinetic

energy of the transmission fluid, in effect using the leftover force of it

to enhance torque multiplication.

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 gearset. 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. Early automatic

transmissions also had a rear pump, allowing push-starting.

 Planetary gearset: A compound epicyclic planetary gearset, whose

bands and clutches are actuated by hydraulic servos controlled by the

valve body, providing two or more gear ratios. (Not part of some

manufacturers transmissions during some eras, Honda being but one).

Clutches and bands: to effect gear changes, one of two types of

clutches or bands are used to hold a particular member of the

planetary gearset 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 (see

below), 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 upshifts/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 drivetrain

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 GM Turbo-

Hydramatics incorporated this.[citation needed].

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 gearset; 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 gearset 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) or a separate transmission

control unit (TCU, also known as transmission control module

(TCM).

Hydraulic & lubricating oil: 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.

The multitude of parts, along with the complex design of the valve

body, originally made hydraulic automatic transmissions much more

complicated (and expensive) to build and repair than manual

transmissions. In most cars (except US family, luxury, sport-utility

vehicle, and minivan models) they have usually been extra-cost

options for this reason. Mass manufacturing and decades of

improvement have reduced this cost gap.

Energy efficiency

Hydraulic 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.

The on-road acceleration of an automatic transmission can

occasionally exceed that of an otherwise identical vehicle equipped

with a manual transmission in turbocharged diesel applications.

Turbo-boost is normally lost between gear changes in a manual

whereas in an automatic the accelerator pedal can remain fully

depressed. This however is still largely dependent upon the number

and optimal spacing of gear ratios for each unit, and whether or not

the elimination of spooldown/accelerator lift off represent a

significant enough gain to counter the slightly higher power

consumption of the automatic transmission itself.

History and improvements

Modern automatic transmissions can trace their origins to an early

"horseless carriage" gearbox that was developed in 1904 by the

Sturtevant brothers of Boston, Massachusetts. This unit had two

forward speeds, the ratio change being brought about by flyweights

that were driven by the engine. At higher engine speeds, high gear

was engaged. As the vehicle slowed down and engine RPM

decreased, the gearbox would shift back to low. Unfortunately, the

metallurgy of the time wasn't up to the task, and owing to the

abruptness of the gear change, the transmission would often fail

without warning.

The next significant phase in the automatic transmission's

development occurred in 1908 with the introduction of Henry Ford's

remarkable Model T. The Model T, in addition to being cheap and

reliable by the standards of the day, featured a simple, two speed plus

reverse planetary transmission whose operation was manually

controlled by the driver using pedals. The pedals actuated the

transmission's friction elements (bands and clutches) to select the

desired gear. In some respects, this type of transmission was less

demanding of the driver's skills than the contemporary,

unsynchronized manual transmission, but still required that the driver

know when to make a shift, as well as how to get the car off to a

smooth start.

In 1934, both REO and General Motors developed semi-automatic

transmissions that were less difficult to operate than a fully manual

unit. These designs, however, continued to use a clutch to engage the

engine with the transmission. The General Motors unit, dubbed the

"Automatic Safety Transmission," was notable in that it employed a

power-shifting planetary gearbox that was hydraulically controlled

and was sensitive to road speed, anticipating future development.

Parallel to the development in the 1930s of an automatically shifting

gearbox was Chrysler's work on adapting the fluid coupling to

automotive use. Invented early in the 20th century, the fluid coupling

was the answer to the question of how to avoid stalling the engine
when the vehicle was stopped with the transmission in gear. Chrysler

itself never used the fluid coupling with any of its automatic

transmissions, but did use it in conjunction with a hybrid manual

transmission called "Fluid Drive" (the similar Hy-Drive used a torque

converter). These developments in automatic gearbox and fluid

coupling technology eventually culminated in the introduction in

1939 of the General Motors Hydra-Matic, the world's first mass-

produced automatic transmission.

Available as an option on 1940 Oldsmobiles and later Cadillacs, the

Hydra-Matic combined a fluid coupling with three hydraulically

controlled planetary gearsets to produce four forward speeds plus

reverse. The transmission was sensitive to engine throttle position and

road speed, producing fully automatic up- and down-shifting that

varied according to operating conditions.

The Hydra-Matic was subsequently adopted by Cadillac and Pontiac,

and was sold to various other automakers, including Bentley, Hudson,

Kaiser, Nash, and Rolls-Royce. It also found use during World War II

in some military vehicles. From 1950 to 1954, Lincoln cars were also

available with the Hydra-Matic. Mercedes-Benz subsequently devised

a four-speed fluid coupling transmission that was similar in principle

to the Hydra-Matic, but of a different design.

Interestingly, the original Hydra-Matic incorporated two features

which are widely emulated in today's transmissions. The Hydra-

Matic's ratio spread through the four gears produced excellent "step-

off" and acceleration in first, good spacing of intermediate gears, and

the effect of an overdrive in fourth, by virtue of the low numerical

rear axle ratio used in the vehicles of the time. In addition, in third

and fourth gear, the fluid coupling only handled a portion of the

engine's torque, resulting in a high degree of efficiency. In this

respect, the transmission's behavior was similar to modern units

incorporating a lock-up torque converter.

In 1956, GM introduced the "Jetaway" Hydra-Matic, which was

different in design than the older model. Addressing the issue of shift

quality, which was an ongoing problem with the original Hydra-

Matic, the new transmission utilized two fluid couplings, the primary

one that linked the transmission to the engine, and a secondary one

that replaced the clutch assembly that controlled the forward gearset

in the original. The result was much smoother shifting, especially

from first to second gear, but with a loss in efficiency and an increase

in complexity. Another innovation for this new style Hydra-Matic

was the appearance of a Park position on the selector. The original

Hydra-Matic, which continued in production until the mid-1960s, still

used the Reverse position for parking pawl engagement.

The first torque converter automatic, Buick's Dynaflow, was

introduced for the 1948 model year. It was followed by Packard's

Ultramatic in mid-1949 and Chevrolet's Powerglide for the 1950

model year. Each of these transmissions had only two forward speeds,

relying on the converter for additional torque multiplication. In the

early 1950s, BorgWarner developed a series of three-speed torque

converter automatics for American Motors, Ford Motor Company,

Studebaker, and several other manufacturers in the US and other

countries. Chrysler was late in developing its own true automatic,

introducing the two-speed torque converter PowerFlite in 1953, and

the three-speed TorqueFlite in 1956. The latter was the first to utilize

the Simpson compound planetary gearset.

General Motors produced multiple-turbine torque converters from

1954 to 1961. These included the Twin-Turbine Dynaflow and the

triple-turbine Turboglide transmissions. The shifting took place in the

torque converter, rather than through pressure valves and changes in

planetary gear connections. Each turbine was connected to the drive

shaft through a different gear train. These phased from one ratio to

another according to demand, rather than shifting. The Turboglide

actually had two speed ratios in reverse, with one of the turbines

rotating backwards.
By the late 1960s, most of the fluid-coupling four-speed and two-

speed transmissions had disappeared in favor of three-speed units

with torque converters. Also around this time, whale oil was removed

from automatic transmission fluid.[4] By the early 1980s, these were

being supplemented and eventually replaced by overdrive-equipped

transmissions providing four or more forward speeds. Many

transmissions also adopted the lock-up torque converter (a mechanical

clutch locking the torque converter pump and turbine together to

eliminate slip at cruising speed) to improve fuel economy.

As computerized engine control units (ECUs) became more capable,

much of the logic built into the transmission's valve body was

offloaded to the ECU. Some manufacturers use a separate computer

dedicated to the transmission called a transmission control unit

(TCU), also known as the transmission control module (TCM), which

share information with the engine management computer. In this case,

solenoids turned on and off by the computer control shift patterns and

gear ratios, rather than the spring-loaded valves in the valve body.
This allows for more precise control of shift points, shift quality,

lower shift times, and (on some newer cars) semi-automatic control,

where the driver tells the computer when to shift. The result is an

impressive combination of efficiency and smoothness. Some

computers even identify the driver's style and adapt to best suit it.

ZF Friedrichshafen and BMW were responsible for introducing the

first six-speed (the ZF 6HP26 in the 2002 BMW E65 7-Series).

Mercedes-Benz's 7G-Tronic was the first seven-speed in 2003, with

Toyota introducing an eight-speed in 2007 on the Lexus LS 460.

Derived from the 7G-Tronic, Mercedes-Benz unveiled a semi-

automatic transmission with the torque converter replaced with a wet

multi clutch called the AMG SPEEDSHIFT MCT.[5] The 2014 Jeep

Cherokee has the world's first nine-speed automatic transmission for a

passenger vehicle to market.

Automatic transmission models

Some of the best known automatic transmission families include:

 General Motors — Dynaflow, Powerglide, Turboglide, "Turbo-

Hydramatic" TH350, TH400 and 700R4, 4L60-E, 4L80-E, Holden

Trimatic

Ford: Cruise-O-Matic, C4, CD4E, C6, AOD/AODE, E4OD, ATX,

AXOD/AX4S/AX4N

Cummins 68 RFE (fitted to the Ram diesel segment)

Chrysler: TorqueFlite 727 and 904, A500, A518, 45RFE, 545RFE

BorgWarner (later Aisin AW)

ZF Friedrichshafen automatic transmissions

Mercedes-Benz transmissions

Allison Transmission

Voith Voith Turbo

Aisin AW; Aisin AW is a Japanese automotive parts supplier,

known for its automatic transmissions and navigation systems

Honda
 Nissan/Jatco

Volkswagen Group — 01M

Drivetrain Systems International (DSI) — M93, M97 and M74 4-

speeds, M78 and M79 6-speeds

Hyundai Hyundai Powertech[6] — 4F12, 4F16, 4F23 4-Speeds,

5F25, 5F16, 5F23 5-Speeds, 6F17, 6F26, 6F40 6-Speeds, 8R40, 8R50

8-Speeds, Mini Cooper — Automatic or manual transmission, all

models

Automatic transmission families are usually based on Ravigneaux,

Lepelletier, or Simpson planetary gearsets. Each uses some

arrangement of one or two central sun gears, and a ring gear, with

differing arrangements of planet gears that surround the sun and mesh

with the ring. An exception to this is the Hondamatic line from

Honda, which uses sliding gears on parallel axes like a manual

transmission without any planetary gearsets. Although the Honda is

quite different from all other automatics, it is also quite different from

an automated manual transmission (AMT).

Many of the above AMTs exist in modified states, which were created

by racing enthusiasts and their mechanics by systematically re-

engineering the transmission to achieve higher levels of performance.

These are known as "performance transmissions". Example of

manufacturers of high performance transmissions are General Motors

and Ford.

Continuously variable transmissions

Main article: Continuously variable transmission

A fundamentally different type of automatic transmission is the

continuously variable transmission or CVT, which can smoothly and

steplessly alter its gear ratio by varying the diameter of a pair of belt

or chain-linked pulleys, wheels or cones. Some continuously variable

transmissions use a hydrostatic drive — consisting of a variable

displacement pump and a hydraulic motor — to transmit power

without gears. CVT designs are usually as fuel efficient as manual

transmissions in city driving, but early designs lose efficiency as

engine speed increases.[7]

A slightly different approach to CVT is the concept of toroidal CVT

or infinitely variable transmission (IVT). These concepts provide zero

and reverse gear ratios.

Some current hybrid vehicles, notably those of Toyota, Lexus and

Ford Motor Company, have an electronically controlled CVT (E-

CVT). In this system, the transmission has fixed gears, but the ratio of

wheel-speed to engine-speed can be continuously varied by

controlling the speed of the third input to a differential using an

electric motor-generator.

Manually controlled automatic transmissions

Most automatic transmissions offer the driver a certain amount of

manual control over the transmission's shifts (beyond the obvious

selection of forward, reverse, or neutral). Those controls take several

forms:

Throttle kickdown

Most automatic transmissions include some means of forcing a

downshift into the lowest possible gear ratio if the throttle pedal is

fully depressed. In many older designs, kickdown is accomplished by

mechanically actuating a valve inside the transmission. Most modern

designs use a solenoid-operated valve that is triggered by a switch on

the throttle linkage or by the engine control unit (ECU) in response to

an abrupt increase in engine power.

Mode selection

Allows the driver to choose between preset shifting programs. For

example, Economy mode saves fuel by upshifting at lower engine

speeds, while Sport mode (aka "Power" or "Performance") delays

upshifting for maximum acceleration. Some transmission units also

have Winter mode, where higher gear ratios are chosen to keep revs
as low as possible while on slippery surfaces. The modes also change

how the computer responds to throttle input.

Low gear ranges

Conventionally, automatic transmissions have selector positions

that allow the driver to limit the maximum ratio that the transmission

may engage. On older transmissions, this was accomplished by a

mechanical lockout in the transmission valve body preventing an

upshift until the lockout was disengaged; on computer-controlled

transmissions, the same effect is accomplished by firmware. The

transmission can still upshift and downshift automatically between the

remaining ratios: for example, in the 3 range, a transmission could

shift from first to second to third, but not into fourth or higher ratios.

Some transmissions will still upshift automatically into the higher

ratio if the engine reaches its maximum permissible speed in the

selected range[citation needed].

Manual controls

Some transmissions have a mode in which the driver has full

control of ratio changes (either by moving the selector, or through the

use of buttons or paddles), completely overriding the automated

function of the hydraulic controller. Such control is particularly useful

in cornering, to avoid unwanted upshifts or downshifts that could

compromise the vehicle's balance or traction. "Manumatic" shifters,

first popularized by Porsche in the 1990s under the trade name

Tiptronic, have become a popular option on sports cars and other

performance vehicles. With the near-universal prevalence of

electronically controlled transmissions, they are comparatively simple

and inexpensive, requiring only software changes, and the provision

of the actual manual controls for the driver. The amount of true

manual control provided is highly variable: some systems will

override the driver's selections under certain conditions, generally in

the interest of preventing engine damage. Since these gearboxes also

have a throttle kickdown switch, it is impossible to fully exploit the

engine power at low to medium engine speeds[dubious –

discuss][citation needed].

Second gear takeoff

 Some automatics, particularly those fitted to larger capacity or high

torque engines, either when "2" is manually selected, or by engaging a

winter mode, will start off in second gear instead of first, and then not

shift into a higher gear until returned to "D." Also note that as with

most American automatic transmissions, selecting "2" using the

selection lever will not tell the transmission to be in only 2nd gear;

rather, it will simply limit the transmission to 2nd gear after

prolonging the duration of 1st gear through higher speeds than normal

operation. The 2000–2002 Lincoln LS V8 (the five-speed automatic

without manumatic capabilities, as opposed to the optional sport

package w/ manu-matic 5-speed) started in 2nd gear during most

starts both in winter and other seasons by selecting the "D5"

transmission selection notch in the shiftgate (for fuel savings),

whereas "D4" would always start in 1st gear. This is done to reduce

torque multiplication when proceeding forward from a standstill in

conditions where traction was limited — on snow- or ice-covered

roads, for example.

Some automatic transmissions modified or designed specifically for

drag racing may also incorporate a transmission brake, or "trans-

brake," as part of a manual valve body. Activated by electrical

solenoid control, a trans-brake simultaneously engages the first and

reverse gears, locking the transmission and preventing the input shaft

from turning. This allows the driver of the car to raise the engine

RPM against the resistance of the torque converter, then launch the

car by simply releasing the trans-brake switch.