Automatic Transmission

The engine sends power to the torque convertor’s pump.

The pump sends power to the torque converter’s turbine via transmission fluid.

The turbine sends the transmission fluid back to the pump via the stator.

The stator multiples the power of the transmission fluid, allowing the pump to send more
power back to the turbine. A vortex power rotation is created inside the torque converter.

The turbine is connected to a central shaft that connects to the transmission. As the
turbine spins, the shaft spins, sending power to the first planetary gear set of the
transmission.

Depending on which multiple disc clutch or brake band is engaged in the transmission,
the power from the torque converter will either cause the sun gear, the planetary carrier,
or the ring gear of the planetary gear system to move or stay stationary.

Depending on which parts of the planetary gear system are moving or not determines the
gear ratio. Whatever planetary gear arrangement you have (sun gear acting as input,
planetary carrier acting as output, ring gear stationary) will determine the amount of
power the transmission sends to the rest of the drive train.

VTU – Automatic Transmission – Padmanabhan S Page 1 of 10

Automatic Transmission

The Transmission Control Module (TCM) controls modern automotive transmissions

based on input from various sensors as well as data provided by engine control module
(ECM). It processes this input to calculate how and when to shift gears in the transmission
and generates the signals that drive actuators to accomplish this shifting. The software
in the TCM is designed to optimize vehicle performance, shift quality and fuel efficiency.

Electronic sensors monitor the gear position selection, vehicle speed, throttle position and
a number of other parameters. Based on this information, the control module adjusts the
current supplied to solenoids in the transmission that control the position of various
valves and gears.

The gear position selector switch communicates to the TCM which gear has been selected
by the operator. The crankshaft position sensor provides information to the TCM to
determine the existing rotational speed of the engine. This information helps the TCM
determine when to change gears. The throttle position sensor tells the TCM how far
the throttle is open which indirectly indicates the engine load. This input is used to
determine the best time to change a gear. The turbine speed sensor determines the
speed of the torque converter. The TCM uses this information to find the slippage across
the torque converter, which helps it decide when to activate the torque converter lock-up
clutch. The torque converter lock-up clutch increases the efficiency of the transmission by
eliminating the hydraulic and pumping losses associated with the torque converter when
traveling at steady high speeds. The transmission fluid temperature sensor is used
to ensure that the automatic transmission fluid is at the correct temperature. If the
automatic transmission fluid is hot, then the transmission is downshifted. The brake
pedal position sensor helps to ensure that the driver has applied the brake before
shifting into park or reverse. The TCM may also downshift the transmission if the vehicle
is going downhill in order to utilize the compression braking of the engine. Inputs from

VTU – Automatic Transmission – Padmanabhan S Page 2 of 10

the traction control system instruct the transmission to downshift when one or more
tires are losing traction.

Continuously Variable Transmission

A continuously variable transmission, or CVT, is a type of automatic transmission

that provides more useable power, better fuel economy and a smoother driving experience
than a traditional automatic transmission.
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 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

VTU – Automatic Transmission – Padmanabhan S Page 3 of 10

A continuously variable transmission (CVT) (also known as a single-speed
transmission, stepless transmission, pulley transmission, or, in case
of motorcycles, a twist-and-go) is an automatic transmission that can change seamlessly
through a continuous range of effective gear ratios. This contrasts with other mechanical
transmissions that offer a fixed number of gear ratios. The flexibility of a CVT allows
the input shaft to maintain a constant angular velocity.

Dual Clutch

VTU – Automatic Transmission – Padmanabhan S Page 4 of 10

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

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

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

a DCT is an automated manual transmission which uses two separate clutches, one of
each odd and even gear sets. So it almost seems like a DCT is two manual gearboxes
stuffed into one housing. These DCTs are normally operated much like a standard
automatic transmission, with a simple PRND gear selector and no clutch pedal. They can
also work just like an automatic transmission, shifting gears on their own, or can be
manually controlled, via paddle shifters or a separate gate on the gear selector. This works
like so: one clutch has an odd number gear engaged, the computer figures out which even
number gear you will need next, have the second clutch ready that gear and simply switch
clutches when the time is right. The idea is to give customers the ability to creep along in
automatic mode, much like they would with a standard torque-converter automatic, or
shift gears manually if they so choose. The DCT is supposed to be the best of both worlds,
and it’s about as close as we’ll ever get to that.

VTU – Automatic Transmission – Padmanabhan S Page 5 of 10

The advantages of a DCT are shift times, fuel economy and ease of operation. This makes
high-performance cars significantly faster, especially when the difference in lap times or
quarter mile times can come down to milliseconds. Modern day DCTs are also far more
fuel efficient than manual or standard automatic gearboxes. And they offer a much
simpler experience. A driver can cruise along in “D” just like a standard auto, but as soon
as a twisty bit of road appears, start pulling paddles and it instantly becomes a manual
transmission. This is why automakers are using them instead of manuals, as customers
paying incredible amounts of money for performance cars want the easiest and fastest
option.

There are a couple of drawbacks to the DCT. One of them is weight/size. DCTs are very
heavy, in comparison to their alternatives, and are more difficult to package properly, due
to their large size. The weight is easily offset by the performance gained, but that still
leaves them difficult to package. DCTs are also very expensive. A DCT option for nearly
any car is a couple of thousand dollars, so a customer must really want one in their car to
shell out the clams for one. They are usually the only automatic transmission option
available, so if the customer doesn’t want to row their own gears, they must fork over the
extra money for the DCT. But the biggest knock against the DCT is simply the fact that
it isn’t a manual.

Automatic Manual Transmission AMT

In case of an automated manual transmission (AMT) a simple manual transmission is transformed into
an automatic transmission system by installing a clutch actuator, a gear selector actuator and an
electronic control unit. The shift-by-wire process is composed of the following steps. After the clutch is
opened by the electromechanical clutch actuator, the gear shifting operation in the gearbox is carried
out by the electromechanical transmission actuator. When the appropriate gear is selected then the
electromechanical clutch actuator closes the clutch and drive begins. These two actuators are controlled
by an electronic control unit. If required, the system determines the shift points fully automatically,
controls the shift and clutch processes, and cooperates with the engine management system during the
shift process with respect to engine revolution and torque requests

Automated Manual Transmissions have a lot of favourable properties; the disadvantage is that the
power flow (traction) is lost during switching gear, as it is necessary to open the clutch. This is what
automatic transmission systems have eliminated providing continuous traction during acceleration.

VTU – Automatic Transmission – Padmanabhan S Page 6 of 10

It allows convenient driver control of gear selection. For most of automotive history,
automatic transmissions already allowed some control of gear selection using the console
or shifter, usually to limit the transmission shifting beyond a certain gear (allowing
engine braking on downhills) and/or locking out the use of overdrive gears when towing.
It enhanced such features by providing either steering wheel mounted paddle shifters or
a modified shift lever, allowing the driver to enter a "manual mode" and select any
available gear, usually in a sequential "up shift/downshift" manner.
Some transmissions allow the driver to have full control of gear selection, though most
will intervene to prevent engine stalling and redlining by shifting automatically at the

VTU – Automatic Transmission – Padmanabhan S Page 7 of 10

low end and/or high end of the engine's normal operating range. Hydraulically-
coupled and most clutch transmissions also provide the option of operating in the same
manner as a conventional automatic transmission, by allowing the transmission's
computer to select gear changes. A few also allow an alternate automatic mode, often
called "sport" mode, where gear selection is still fully automatic but the transmission will
favor higher engine speeds (at which the engine will produce the highest horsepower
and/or torque) by up shifting later when accelerating and downshifting earlier when
slowing.
A clutch-less manual facilitates gear changes by dispensing with the need to press
a clutch pedal at the same time as changing gears. It uses electronic sensors, pneumatics,
processors and actuators to execute gear shifts on input from the driver or by a computer.
This removes the need for a clutch pedal which the driver otherwise needs to depress
before making a gear change, since the clutch itself is actuated by electronic equipment
which can synchronize the timing and torque required to make quick, smooth gear shifts.
The system was designed by automobile manufacturers to provide a better driving
experience through fast overtaking maneuvers on highways. Some motorcycles also use a
system with a conventional gear change but without the need for manual clutch operation.
In standard mass-production automobiles today, the gear lever appears similar to manual
shifts, except that the gear stick only moves forward and backward to shift into higher
and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this
approach for its seven-speed transmission. In Formula One, the system is adapted to fit
onto the steering wheel in the form of two paddles; depressing the right paddle shifts into
a higher gear, while depressing the left paddle shifts into a lower one. Numerous road
cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a
sensor in the gear box which senses the current speed and gear selected, feeds into
a central processing unit. This unit then determines the optimal timing and torque
required for a smooth clutch engagement, based on input from these two sensors as well
as other factors, such as engine rotation, the Electronic Stability Control, air
conditioner and dash board instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage
the clutch, which is kept in close synchronization with the gear-shifting action the driver
has started. In some cases, the hydro-mechanical unit contains a servomotor coupled to a
gear arrangement for a linear actuator, which uses brake fluid from the braking system
to impel a hydraulic cylinder to move the main clutch actuator. In other cases, the clutch
actuator may be completely electric.
The power of the system lies in the fact that electronic equipment can react much faster
and more precisely than a human, and takes advantage of the precision of electronic
signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and neutralizing the transmission, the driver must
engage both paddles at once; after this has been accomplished, the car will prompt for one
of the three options.

VTU – Automatic Transmission – Padmanabhan S Page 8 of 10

The clutch is really only needed to get the car in motion. For a quicker upshift, the engine
power can be cut, and the collar disengaged until the engine drops to the correct speed for
the next gear. For the teeth of the collar to slide into the teeth of the rings, both the speed
and position must match. This needs sensors to measure not only the speed, but the
positions of the teeth, and the throttle may need to be opened softer or harder. The even-
faster shifting techniques like power shifting require a heavier gearbox or clutch or even
a dual clutch transmission.
A typical transmission has the following gears: P, R, N, D, M+, M-

 P is the parking gear. It locks the transmission.

 R is the reverse gear. It is similar to R in both traditional manual and in full automatic
cars;
 N is the neutral gear. It is similar to N in both traditional manual and full automatic;
 D is the drive gear. It is equivalent of D in a full automatic. The gearbox in an AMT
car is a manual gearbox, instead of one with a torque converter as in a traditional
automatic;
 M- downshifts a gear in sequential fashion, from M5 (M6 in 6-speed AMT cars) to M1;
 M+ up-shifts a gear in sequential fashion, from M1 to M5 (M6 in 6-speed AMT cars).

AMTs also tend to yield better fuel economy and acceleration than regular automatics.
The reason is that AMTs are more efficient; that is, they allow more of the engine's energy
to flow directly to the wheels. For the same reason, stick-shifts have historically edged
automatics in both categories. The magic of the AMT lies in its ability to combine the fuel
economy and performance of a true manual with the everyday convenience of an
automatic.
AMT downsides are few but notable. First, the technology is complex, so you'll pay more
up front -- and if the transmission goes bad out of warranty, you could be on the hook for
an expensive repair bill. Also, engineers haven't quite worked out low-speed AMT
behavior yet, so when you're nosing the car into a parking space, for example, you'll likely
notice a "slip-and-surge" effect that's like being in a stick-shift car with a teenager
learning to drive.

Types & Meaning Of Automatic Transmission

Automatic Manual Transmission (AMT) The AMT, also known as SAT (Semi-Automatic
Transmission) or CMT (Clutchless Manual Transmission), is an automatic gearbox which
does not change gears automatically but helps or facilitates manual gear changes without
the need to depress the clutch pedal manually. All the work of changing gears is done by
electronic sensors, processors and actuators to engage the gears based on the input from
the driver or by a computer. Continuously Variable Transmission (CVT) The CVT which
is also known as Single-Speed Transmission or Stepless Transmission or in the case of
motorcycles and scooters, a Twist-And-Go, is an automatic gearbox which can change
seamlessly through the continuous range of correct gear ratios and there is no clutch to

VTU – Automatic Transmission – Padmanabhan S Page 9 of 10

change gears except in motorcycles and scooters. The CVT is belt driven design to help
change gears and can be adjusted in ratio to either help the economy or power of the
vehicle. Automatic Transmission (AT) The AT is also called Auto or Self-Shifting
Transmission or AGS (Auto Gear Shift) is a type of gearbox which automatically change
gear ratios, it allows an internal combustion engine to provide speed and torque outputs
necessary for the vehicle movement. The AT shifts gears by hydraulically locking and
unlocking the system of gears and does not depend on a clutch to change gears in the
vehicle.

Comparison & Disadvantages

The AMT is relatively a simple gearbox system where the manual clutch operation is
performed by sensors and electronic system. The Automatic or the CVT do not have a
clutch, but will directly work with the hydraulic system which the engine then transforms
the power to the drivetrain through the transmission box.

There are hardly any disadvantages to the AT or the AMT, except for cost and the economy
of the cars. In the recent times, manufacturers have progressed and have better
performing AT or AMT and can match up to the economy of a Manual Transmission
enabled cars.

The AT or AMT have in fact better drive compared the Manual Transmission, it has a
smooth transition from one gear to another. These are used in Formula One cars for better
performance and are more robust in nature.

VTU – Automatic Transmission – Padmanabhan S Page 10 of 10