INTRODUCTION

There is already invention has been done of gear box for motor cycle for transmit the torque
from engine crank shaft to the rear wheel of the motor cycle. The gear box is used for increase or
decrease the torque as required for motor cycle riding positions. The gear box increases the
required torque for start the ride and put the motor cycle in to motion. After the starting the
running of the motor cycle there is no need of high torque so now gear box is transmits the
optimum torque to the rear wheel at high speed. For the operation of gear box and shifting the
gear there is need of some effort of driver of motor cycle. There is foot paddle in the left side of
the engine near to left leg for shifting the gear in most of the motor cycles. And there is clutch
mechanism for enguage-disenguage between engine crank shaft and input shaft of gear box. So
for flawless and jerk less driving of motor cycle there is need of timing in operating the clutch
and gear box. Without experience of driving motor cycle and shifting its gear driver can not drive
motor cycle jerk less. So there is need of semi auto-transmission for rapid shifting of gear and
increase the efficiency of engine. Many people complain about increasing traffic, more and more
regulations as well as higher gasoline prices. All of these factors point to an increase in the
automation of the drive train. The automation solutions that will be accepted will depend on how
economical and comfortable the new systems are. The automation of the manual transmission
promises to be an economical and comfortable solution. In which market segments do we expect
manual transmission automation to gain acceptance?
Automatic transmissions have taken over in the USA and Japan, where they account for between
75 and 85% of the market. There are several reasons why this trend toward increased automation
in the power train is tobe expected in Europe. The automobile is becoming more and more just a
means to an end - it is used to get from Point A to Point B comfortably and little operating effort
possible. The "fun of driving" frequently disappears into the traffic gridlock, and more or less
perfect clutch and shift lever operation becomes just another annoyance. Stringent exhaust and
noise regulations require that vehicles be run at the optimum operating point - for instance during
the warm-up phase. Without automatic gear selection, driver action could very well negate
pollution control features. With mechanical decoder and solenoid actuator, the driver determines
when and how the gears change. The gears are changed automatically with the automated shift
transmission. Modern automatic transmission designs can compete with manual
transmissions in fuel consumption and driving performance. The advantages of more

relaxed driving and the world-wide statistics indicating fewer accidents with automatic
transmissions should not be underrated.
Transmission system in an automobile helps to transmit mechanical power from the engine to
give kinetic energy to the wheels. It is an interrelated system of gears, shafts, and other gadgets
that form a bridge to transfer power and energy from the engine to the wheels.
Transmission (mechanics):
A transmission is a machine that consists of a power source and a power transmission system,
which provides controlled application of the power. Often the term transmission refers simply to
the gearbox that uses gears and gear trains to providespeed and torque conversions from a
rotating power source to another device.[1][2]
In British English, the term transmission refers to the whole drivetrain, including clutch,
gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts. In American
English, however, the term refers more specifically to the gearbox alone, and detailed usage
differs.[note 1]
The most common use is in motor vehicles, where the transmission adapts the output of
the internal combustion engine to the drive wheels. Such engines need to operate at a relatively
high rotational speed, which is inappropriate for starting, stopping, and slower travel. The
transmission reduces the higher engine speed to the slower wheel speed, increasing torque in the
process. Transmissions are also used on pedal bicycles, fixed machines, and where different
rotational speeds and torques are adapted.
Often, a transmission has multiple gear ratios (or simply "gears") with the ability to switch
between them as speed varies. This switching may be done manually (by the operator) or
automatically. Directional (forward and reverse) control may also be provided. Single-ratio
transmissions also exist, which simply change the speed and torque (and sometimes direction) of
motor output.
In motor vehicles, the transmission generally is connected to the engine crankshaft via a flywheel
and/or clutch and/or fluid coupling, partly because internal combustion engines cannot run below
a particular speed. The output of the transmission is transmitted via the driveshaft to one or
more differentials, which drives the wheels. While a differential may also provide gear reduction,
its primary purpose is to permit the wheels at either end of an axle to rotate at different speeds
(essential to avoid wheel slippage on turns) as it changes the direction of rotation.
Conventional gear/belt transmissions are not the only mechanism for speed/torque adaptation.
Alternative mechanisms include torque converters and power transformation (e.g.diesel-electric
transmission and hydraulic drive system). Hybrid configurations also exist. Automatic
transmissions use a valve body to shift gears using fluid pressures in conjunction with an ecm.

Why Transmissionin automobiles:

The need for a transmission in an automobile is a consequence of the characteristics of

the internal combustion engine. Engines typically operate over a range of 600 to about
7000 rpm (though this varies, and is typically less for diesel engines), while the car's wheels
rotate between 0 rpm and around 1800 rpm.
Furthermore, the engine provides its highest torque and power outputs unevenly across the rev
range resulting in a torque band and a power band. Often the greatest torque is required when the
vehicle is moving from rest or traveling slowly, while maximum power is needed at high speed.
Therefore, a system is required that transforms the engine's output so that it can supply high
torque at low speeds, but also operate at highway speeds with the motor still operating within its
limits. Transmissions perform this transformation.
The dynamics of a car vary with speed: at low speeds, acceleration is limited by the inertia of
vehicular gross mass; while at cruising or maximum speeds wind resistance is the dominant
barrier.
Many transmissions and gears used in automotive and truck applications are contained in acast
iron case, though more frequently aluminum is used for lower weight especially in cars. There
are usually three shafts: a main shaft, a countershaft, and an idler shaft.
The main shaft extends outside the case in both directions: the input shaft towards the engine,
and the output shaft towards the rear axle (on rear wheel drive cars. Front wheel drives generally
have the engine and transmission mounted transversely, the differential being part of the
transmission assembly.) The shaft is suspended by the main bearings, and is split towards the
input end. At the point of the split, a pilot bearing holds the shafts together. The gears
and clutches ride on the mainshaft, the gears being free to turn relative to the mainshaft except
when engaged by the clutches.

Types of Transmission

Manual transmission
Automatic transmission
semi-automatic transmission

A.Manual Transmission:
A manual transmission, also known as a manual gearbox, stick shift, n-speed
manual (where n is its number of forward gear ratios), standard, MT, or in colloquial U.S.
English, a stick (for vehicles with hand-lever shifters), is a type of transmission used in motor
vehicle applications. It uses a driver-operated clutch engaged and disengaged by a foot pedal
(automobile) or hand lever (motorcycle), for regulating torque transfer from the engine to the
transmission; and a gear selector operated by hand (automobile) or by foot (motorcycle).
A conventional, 5-speed manual transmission is often the standard equipment in a base-model
car, while more expensive manual vehicles are usually equipped with a 6-speed transmission
instead; other options include automatic transmissions such as a traditional automatic (hydraulic
planetary) transmission (often a manumatic), a semi-automatic transmission, or a continuously
variable transmission (CVT). The number of forward gear ratios is often expressed for automatic
transmissions as well (e.g., 9-speed automatic).

Manual transmissions come in two basic types:

1) A simple but rugged sliding-mesh or unsynchronized/non-synchronous system, where
straight-cut spur gear sets spin freely, and must be synchronized by the operator matching
engine revs to road speed, to avoid noisy and damaging clashing of the gears
2) The now common constant-mesh gearboxes, which can include non-synchronised, or
synchronized/synchromesh systems, where typically diagonal cut helical (or sometimes
either straight-cut, or double-helical) gear sets are constantly "meshed" together, and a
dog clutch is used for changing gears. On synchromesh boxes, friction cones or "synchrorings" are used in addition to the dog clutch to closely match the rotational speeds of the
two sides of the (declutched) transmission before making a full mechanical engagement.
The former type was standard in many vintage cars (alongside e.g. epicyclic and multi-clutch
systems) before the development of constant-mesh manuals and hydraulic-epicyclic automatics,
older heavy-duty trucks, and can still be found in use in some agricultural equipment. The latter
is the modern standard for on- and off-road transport manual and semi-automatic transmission,

although it may be found in many forms; e.g., non-synchronised straight-cut in racetrack or

super-heavy-duty applications, non-synchro helical in the majority of heavy trucks and
motorcycles and in certain classic cars (e.g. the Fiat 500), and partly or fully synchronised helical
in almost all modern manual-shift passenger cars and light trucks .
A manual transmission or sequential type is a type of transmission used on motorcycles and cars,
where gears are selected in order, and direct access to specific gears is not possible. With
traditional manual transmissions, the driver can move from gear to gear, by moving the shifter to
the appropriate position. A clutch must be disengaged before the new gear is selected, to
disengage the running engine from the transmission, thus stopping all torque transfer.

Manual transmissions can include both synchronized and unsynchronized gearing. For example,
reverse gear is usually unsynchronised, as the driver is only expected to engage it when the
vehicle is at a standstill. Many older (up to 1970s) cars also lacked synchronisation on first gear
(for various reasonscost, typically "shorter" overall gearing, engines typically having more
low-end torque, the extreme wear on a frequently used first gear synchroniser ...), meaning it also
could only be used for moving away from a stop unless the driver became adept at doubledeclutching and had a particular need to regularly downshift into the lowest gear.
Some manual transmissions have an extremely low ratio for first gear, called a creeper
gear or granny gear. Such gears are usually not synchronized. This feature is common on pickup trucks tailored to trailer-towing, farming, or construction-site work. During normal on-road
use, the truck is usually driven without using the creeper gear at all, and second gear is used from
a standing start. Some off-road vehicles, most particularly the Willy's Jeep and its descendants,
also had transmissions with "granny first's" either as standard or an option, but this function is
now more often provided for by a low-range transfer gearbox attached to a normal fully
synchronized transmission.
Non-synchronous
Some commercial applications use non-synchronized manual transmissions that require a skilled
operator. Depending on the country, many local, regional, and national laws govern operation of
these types of vehicles. This class may include commercial, military, agricultural, or engineering
vehicles. Some of these may use combinations of types for multi-purpose functions. An example
is a power take-off (PTO) gear. The non-synchronous transmission type requires an
understanding of gear range, torque, engine power, and multi-functional clutch and shifter
functions. Also see Double-clutching, and Clutch-brake sections of the main article. Float
shifting is the process of shifting gears without using the clutch.
Synchronized transmission:

Most modern manual-transmission vehicles are fitted with a synchronized gear box.
Transmission gears are always in mesh and rotating, but gears on one shaft can freely rotate or be
locked to the shaft. The locking mechanism for a gear consists of a collar (or dog collar) on the
shaft which is able to slide sideways so that teeth (or dogs) on its inner surface bridge two
circular rings with teeth on their outer circumference: one attached to the gear, one to the shaft
hub. When the rings are bridged by the collar, that particular gear is rotationally locked to the
shaft and determines the output speed of the transmission. The gearshift lever manipulates the
collars using a set of linkages, so arranged so that one collar may be permitted to lock only one
gear at any one time; when "shifting gears", the locking collar from one gear is disengaged
before that of another is engaged. One collar often serves for two gears; sliding in one direction
selects one transmission speed, in the other direction selects another.
In a synchromesh gearbox, to correctly match the speed of the gear to that of the shaft as the gear
is engaged the collar initially applies a force to a cone-shaped brass clutch attached to the gear,
which brings the speeds to match prior to the collar locking into place. The collar is prevented
from bridging the locking rings when the speeds are mismatched by synchro rings (also called
blocker rings or baulk rings, the latter being spelled balk in the U.S.). The synchro ring rotates
slightly due to the frictional torque from the cone clutch. In this position, the dog clutch is
prevented from engaging. The brass clutch ring gradually causes parts to spin at the same speed.
When they do spin the same speed, there is no more torque from the cone clutch and the dog
clutch is allowed to fall into engagement. In a modern gearbox, the action of all of these
components is so smooth and fast it is hardly noticed

B. Automatic Transmission
An automatic transmission, also called auto, self-shifting transmission, n-speed
automatic (where n is its number of forward gear ratios), or AT, 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. Like other transmission systems on vehicles, it allows
an internal combustion engine, best suited to run at a relatively high rotational speed, to provide
a range of speed and torque outputs necessary for vehicular travel. The number of forward gear
ratios is often expressed for manual transmissions as well (e.g., 6-speed manual).
The most popular form found in automobiles is the hydraulic automatic transmission. Similar but
larger devices are also used for heavy-duty commercial and industrial vehicles and equipment.
This system uses a fluid coupling in place of a friction clutch, and accomplishes gear changes by

hydraulically locking and unlocking a system of planetary gears. These systems have a defined
set of gear ranges, often with a parking pawl that locks the output shaft of the transmission to
keep the vehicle from rolling either forward or backward. 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.

An automatic transmission 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
and to achieve efficient driving.
The definition of automatic transmission is an automobile gearbox that can change gear ratios
automatically as the car moves, thus freeing the driver from having to shift
gears manually.
Oldsmobile's 1940 models featured Hydra-Matic drive, making this lineup the first vehicles with
fully automatic transmission. It provided true clutchless driving with four forward speeds. Its
fluid coupling between engine and transmission iminated the clutch and its associated foot work.
In the early 50s, Olds produced its millionth Oldsmobile with automatic transmission,
demonstrating Hydra-Matic's rapid rise in popularity. The first hydraulic automatics were
introduced by General Motors, Chrysler and Borg-Warner in the early 1950s. These early models
only provided 2 forward speeds, and were not able to handle much torque at first, but 3-speed
models followed quickly. In about 1980, the first big change for hydraulic automatic
transmission designs in years came. The addition of an overdrive capability helped increase fuel
economy considerably on long journeys. The topic of current interest in the area of mechanism
development for semi automatic transmissions with a finite number of gear shifts which
transmits the gears as per rider. Gear shifts in semi automatic transmissions involve a change in
the power flow path through the transmission. Advantages of these semi automatic transmissions
includes simplicity of mechanical design and and manipulating the clutch throttle action

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.

GAP IN LITERATURE

There are lot of losses in continuously variable transmission due to which efficiency is

lower.
In total automatic system rider has no control on gear changing because it is totally

controlled by PLC
In above studies there is use of DC high torque motor which is not bi directional so they

have not solved problems in shifting mechanism.

The efficiency of moped is needs to increases.
To make provision for electronic supply of desired power.
They have used electromechanical clutch which may fails in high speed condition

Semi-automatic transmission :
A semi-automatic transmission (SAT) (also known as a clutchless manual
transmission, automated manual transmission, flappy-paddle gear shift, or paddle-shift
gearbox) is an automobile transmission that does not change gears automatically, but rather
facilitates manual 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 synchronise 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 gearchange but without the
need for manual clutch operation.

Modern "Semi-automatic transmissions" usually have a fully automatic mode, where the driver
does not need to change gears at all, operating in the same manner as a conventional type of
automatic transmission by allowing the transmission's computer to automatically change gear if,
for example, the driver were redlining the engine. The semi-automatic transmission can be
engaged in manual mode wherein one can up-shift or down-shift using the console-mounted
shifter selecter or the paddle shifters just behind the steering wheel, without the need of a clutch
pedal. The ability to shift gears manually, often via paddle shifters, can also be found on certain
automatic transmissions (manumaticssuch as Tiptronic) and continuous variable
transmissions (CVTs) (such as Lineartronic).
Despite superficial similarity to other automated transmissions, semi-automatic transmissions
differ significantly in internal operation and driver's "feel" from manumatics and CVTs. A
manumatic, like a standard automatic transmission, uses a torque converter instead of clutch to
manage the link between the transmission and the engine, while a CVT uses a belt instead of a
fixed number of gears. A semi-automatic transmission offers a more direct connection between
the engine and wheels than a manumatic and this responsiveness is preferred in high
performance driving applications, while a manumatic is better for street use because its fluid
coupling makes it easier for the transmission to consistently perform smooth shifts,[4][5] and CVTs
are generally found in gasoline-electric hybrid engine applications.
Typically semi-automatic transmissions are more expensive than manumatics and CVTs, for
instance BMW's 7-speed Double Clutch Transmission is a CAD 3900 upgrade from the standard
6-speed manual, while the 6-speed Steptronic Automatic was only a CAD 1600 option in 2007.
[6]
In a given market, very few models have two choices of automated transmissions; for instance
the BMW 545i (E60) and BMW 645Ci/650i (E63/64) (standard 6-speed manual) had as an
option a 6-speed automatic "Steptronic" transmission or a 7-speed Getrag SMG III single-clutch
semi-automatic transmission until after the 2008 model year, when the SMG III was dropped.
[7]
Many sport luxury manufacturers such as BMW offer the manumatic transmissions for their
mainstream lineup (such as the BMW 328i and BMW 535i) and the semi-automatic gearbox for
their high-performance models (the BMW M3 and BMW M5).[6]

The semi-automatic transmission may be derived from a conventional automatic; for

instance Mercedes-Benz's AMG Speedshift MCT semi-automatic transmission is based on
the7G-Tronic manumatic, however the latter's torque converter has been replaced with a wet,
multi-plate launch clutch.[8] Other semi-automatic transmissions have their roots in a
conventional manual; the SMG II drivelogic (found in the BMW M3 (E46) is a Getrag 6-speed
manual transmission, but with an electrohydraulically actuated clutch pedal, similar to a Formula
One style transmission.[9][10][11] The most common type of semi-automatic transmission in recent
years has been the dual clutch type, since single-clutch types such as the SMG III have been
criticized for their general lack of smoothness in everyday driving (although being responsive at
the track).[12]

THE AIM OF PROJECT

To make shifting gear mechanism by using solenoid actuators.

To make manipulation of throttle and clutch by mechanism
To reduce the cost of project.
Improve the balance of moped and increase the efficiency.

[Dr. techn. Robert Fischer-]LuK is developing the electric motor-driven ASG add-on as part of
several customer projects. It is expected to be introduced on the market at the turn of the
millennium. It has been installed in several dozen vehicles, which are currently undergoing
customer testing. At the same time, the next generation ASG is already in development. Here
concepts are being investigated that differ significantly from manual transmission. The attributes
of the ASG add-on are included in this new transmission at sharply reduced costs per unit.The
Electronic Clutch Management (EKM), which was introduced four years ago, is now in
production. This offers the customer an economical, efficient and functionally reliable solution.
Size and weight reduction, the operation of more powerful engines, functional expansion and
cost reduction are in the foreground as important goals for the further development of the EKM
systems. One approach to a solution involves new, more compact clutch actuators, a simplified
clutch (active clutch), the elimination of a sensor and operation with constant slip in the lower

speed range. The automated shift transmission is based on the automated clutch actuation of the
EKM-System. The external shifting, including gear recognition and recognition of intent to shift
is replaced by another electric motor-driven transmission actuator. An important goal here as
well is to produce an add-on system and to avoid changes to the transmission and release system.
Theoretical investigation of the shifting process, characterized by tractive force interruption, as
well as measurements confirm the assumption that fast and comfortable shifting can be achieved
as well with the motor-driven ASG as with the hydraulic system. With todays customer
expectations and the increasing number of technical options, we are convinced that EKM and
ASG will have a broad market success. This especially applies to small cars and for developing
countries where automatic transmission are not readily available.
[Dipl.-Ing. Gunter Jrgens]Continuously variable transmissions have in the past exhibited
relatively poor partial load efficiencies. In comparison to multi-ratio automatics, however, the
larger total drive ratio range can be exploited to achived greater overdrive effect, which produces
a more favorable engine operating point so that overall engine and transmission losses are
reduced. There have, however, been many complaints about operation in extreme overdrive
because the vehicle makes a flaccid impression. If the CVT has a very good partial load
efficiency rating, designers can introduce the overdrive ratio wherever it is likely to be accepted.
Because this CVT design achieves optimized drive ratio selection, it is possible to
improve fuel consumption compared to manual transmissions that do not feature such precise
fuel consumption control. Nevertheless, there is a tendency to overestimate CVT's advantages
with respect to operation at optimum engine fuel economy. The actual fuel economy advantage
lies in CVT's wide range of drive ratios and thus in its overdrive characteristic.
[1Shivaprasad .N, 2Dr. A. N. Hari Rao 1M Tech student, Department of ECE, Sri
Jayachamarajendra College of Engineering Mysore, India]Although an automatic
transmission provides a superior driving comfort over a manual gear box, in particular in a very
dense traffic or an urban driving, where frequent gear changes are required, the intrinsically
automatic logic of an automatic transmission can affect the attitude of a vehicle in marginal
conditions (for example during cornering or in slippery road conditions). Since the shifting is
proportional to the engine speed and accelerator input, the automatic transmission will tend to
change gears even if not wanted by the driver. For example, when a vehicle with an automatic

transmission descends downhill on a slippery road in a high gear without applying throttle
whereby vehicle's engine moderately decelerates the descent, an unwanted downshift will
effectively increase the resistance on the vehicle's drive train eventually leading to a loss of the
traction control over the vehicle Automatic transmissions were earlier 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. However, with
technological developments some modern continuously variable transmission are more fuel
efficient than their manual counterparts. 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 spool down/accelerator lift off represent a significant enough gain to
counter the slightly higher power consumption of the automatic transmission itself. According to
the achieved results, the suggested mechanism is realizable and workable. Using the simplest
PIC microcontroller and required hardware enables to convert the old traditional gear shifting
mechanism to power assisted hybrid gear shifting system. The application of this mechanism
leads to make the driving process easier, reduces the risk of destabilizing the car, the lap/stage
time, and the chance of miss shifting.
[P. Alexander M.E.1, T. Sudha M.E.2 IJARET]The project presented has involved the
development and implementation of automatic transmissions for bikes. The motivation of this

work is to implement this idea in clutch featured bikes with a suitable clutch control. The
automatic transmission can be also used in 5 and 6 speed versions by altering few changes in the
program. According to the achieved results the mechanism done is reliable if it is installed in
bikes. Using the simplest microcontroller and the required hardware enables to convert the old
traditional semi automatic gear transmission mechanism to a fully automated one. The
application of this mechanism leads to make the driving process easier and fuel efficient driving
can be achieved. An embedded system is some combination of computer hardware and software,
either fixed in capability or programmable, that is specifically designed for a particular function.
Industrial machines, automobiles, medical equipment, cameras, household appliances, airplanes,
vending machines and toys (as well as the more obvious cellular phone and PDA) are among the
myriad possible hosts of an embedded system. Embedded systems that are programmable are
provided with programming interfaces, and embedded system programming is a specialized
occupation. An Embedded system is a special-purpose computer system, which is completely
encapsulated by the device controls. It has specific requirements and performs pre-defined tasks,
unlike a general purpose personal computer.
[B. Bonsen (2013) ]The traction curve is mostly ratio dependent. This can be explained with the
shown model as explained in section. Transmission efficiency is dependent on applied pressure,
input speed and the CVT ratio. Gaps between the blocks of the belt cause at least part of the
tangential slip of the belt. This was confirmed by the experiment with increased play in the belt.
The consistency of the model is better in low than in overdrive. Future research will be directed
at controlling slip in the CVT. This can enhance the efficiency of the CVT.
[Prof. Rajnish Katarne(2014) ]As per study of load and rpm analysis, we observe that in
gearbox setup, auto-gear shifting is almost satisfy the theoretical and practically results. The
analysis of power transmission also shows the transmission of engine rpm/torque to rear wheel.
On comparing the transmission ratio on different gears which give results that top and first gears
are in approximately good condition, but on second and third gears there is more difference.
According to the engine load and wheel rpm we find out overall efficiency of power transmission
that is 84.25%. This gearbox can make more efficient by increasing the transmission ratio.
Friction can be considering into the account for more results and analysis. The gear teeth and

diameters can be further modified to achieve results more closer to the standard parameters.
Proper material selection and reducing weight of the vehicle can also be helpful to perform the
setup in better condition and can improve the load bearing capacity on higher gear.

[ Khairnar P. G.1, Kute A.P.2, Kavade Y. K3, Gadekar P. L.4 ]Clutch is a device used in
transmission system of motor vehicle to engage and disengage the power from engine to the
gearbox. Thus the clutch is located in between engine and transmission (gear box) when the
clutch is engage, the power flows from the engine to the rear wheel through the transition system
and the vehicle moves when the clutch is disengaged, the power is not transmitted to the rear
wheels and the vehicle stop while the engine is still running The multi-plate clutch is extension
of single plate type clutch plate type where the number of frictional and the metal plates are
increased. The increase in the number of friction surface obviously increases capacity of the
clutch to transmit torque, the size remaining fixed. Alternatively the overall diameter of the
clutch is reduced for the same torque transmission as a single plate clutch The present automatic
clutch system uses centrifugal clutch. We are design such system in which multi-plate clutch is to
be control. The engagement of multi-plate is takes place at acceleration and the disengagement is
takes place at de-acceleration. The clutch cable is inversely connected to the accelerator with the
help of lever mechanism. Function of lever mechanism to reduce actuating force of clutch. Initial
15mm accelerator displacement of the accelerator is used for clutch actuation.
In this system two cables are connected to accelerator. One cable is connected to carburetor and
another connected to lever mechanism. Another end of lever mechanism is connected to multiplate clutch. The helical spring used in lever mechanism to hold multi-plate clutch in disengage
when the when acceleration is zero.

[Prof. Bhane A. B.]With help automatic clutch control, driver has no need apply clutch to
change gear as well as to apply the brake. With this system we can drive tension free. As in
centrifugal clutch friction and slipping in between the driving and driven part there is loss of
power. It involves slipping therefore it not desirable in high torque requirements or in case where
there is heavy load .so this can be eliminated with automatic multi plate controlling system

[RUPESH S. THAKARE1, Dept. Of mechanical Engg, J. D. I. E. T., Yavatmal].The progress

in CVT development has been slowly due to different kinds of reasons, with muchof the delay in
its development can be attributed to the lack of demand, while the conventional manual and
automatic transmission have long offered sufficient performance and fuel economy. In addition,
this problem is also possibly influenced by unsuccessful efforts to develop a CVT that can match
the torque capacity, efficiency, size, weight, and manufacturing cost of step-ratio transmission.
One of the major complaint with previous CVTs is the slip in drive belt or rollers. This is caused
by the lack of gear teeth, which form a rigid mechanical connection between two gears; friction
drivers are inherently prone to slip, especially at high torque. For many years, the simple solution
to this problem has been by limiting the usage of CVTs only in cars with relatively low torque
engine . Another solution is by employing a torque converter, but this reduces the CVTs
efficiency. With the improvements in manufacturing technique, technology material
processing ,metallurgy , advance electronic control and advance engineering , CVTs can be
applied in cars with high torque engine. Manual transmissions have manual controls, where the
desired gear ratio totally depends on the driver to shift it and automatic transmissions have
relatively simple shifting algorithms between three to five gears. However, CVTs require a more
complex algorithm to accommodate an infinite division of speed
and transmission ratios.
[NIKHIL S. BODHALE, Dept. Of mechanical Engg, D. B. N. C. O. E. T., Yavatmal.]A
continuously variable transmission, or CVT, is a type of automatic transmission that provides
more useful power, better fuel economy and a smoother driving experience than a traditional
automatic transmission. Traditional automatic transmissions use a set of gears that provides a
given number of ratios (or speed). 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), the other to
the drive wheels (output shaft). The halves of each pulley are moveable; 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
[VISHAL S. ARU] The CVT's biggest problem has been user acceptance. Because the CVT
allows the engine to rev at any speed, the noises coming from under the hood sound odd to ears
accustomed to conventional manual and automatic transmissions. The gradual changes in engine
note sound like a sliding transmission or a slipping clutch -- signs of trouble with a conventional
transmission, but perfectly normal for a CVT. Flooring an automatic car brings a lurch and a
sudden burst of power, whereas CVTs provide a smooth, rapid increase to maximum power. To
some drivers this makes the car feel slower, when in fact a CVT will generally out-accelerate an
automatic.
[H.SING,MADHY PRADWSH IJPRET]CVT will help to prolong the ability of internal
combustion engine. Few companies are currently studying implementation of CVTs with HEVs.
Nissan recently developed an hybrid electrical vehicle with best fuel efficiency more than double
of that of existing vehicles. Korean automaker Kia has proposed new approach regarding to CVT
s and their application to HEV. He recently tested a system in which the CVT allows to run at
constant speed and motor allows the engine to run at constant torque which does not depend
upon driving condition thus both gasoline engine and electric motor always runs at their optimal
speed. Kia also presented a control system for this HEV-CVT combine action increase fuel
efficiency for next generation.
[VIPIN MISHRA,IJRET]As recently 1997,CVT research has been focused on the basic issues
of drive belt designing and power transmission. Now , as belts developed and produced by Van
Doomes Transmissie (VDT) and other companies are better and reliable , the CVT becomes
sufficiently efficient. The system developed by Nissan to obtain the demand drive torque with

optimum fuel Economy. The control system determines the desired CVT ratio based on a target
torque, vehicle speed, and desired fuel economy. Honda has also developed an integrated control
algorithm for its CVTs, regarding not only the engines thermal efficiency but also work loss
from drive accessories and the transmission system itself. Testing of Hondas algorithm with a
prototype vehicle resulted in one percent fuel economy increase compared with a conventional
algorithm. Although it is not a significant increase but it will becomes one of the basic and
important technologies for the next generation.

[ K. J. Purohit1, Department of Mechanical Engineering ITM Universe, Vadodara ]The

literature studied provides so far insight information or new way to carry out this research. An
attempt has been made to present the finding research paper on Gear Shift Mechanism. MT Gear
Shifting Behavior indicated on manual transmission gear shift mechanism force required to shift
gear he got result that max force required to shift gear back to one is 17.88N at shifting rod angle
12.86 .A Brief Review of Transmission in Automobiles revealed that the engine provides its
highest torque outputs approximately in the middle of its range, while often the greatest torque is
required when the vehicle is moving from rest or traveling slowly. A Brief Review of
Transmission in Automobiles revealed that the engine provides its highest torque outputs
approximately in the middle of its range, while often the greatest torque is required when the
vehicle is moving from rest or traveling slowly. Development of Actuator Control Strategy for
DC Motor Controlled Automated Manual Transmission (AMT) developed that Actuator control
strategy for automated manual transmission (AMT) which uses electro mechanical Dc motor
controlled linear actuators. Develop a strategy for deciding the operation of actuator. Design
Proposals for Low Cost Automated Manual Transmission (AMT)analyzed that different
automated manual transmission (AMT) system for automobile vehicle and developed a low cost
design proposal for AMT system. In house designed actuators will require much time to prove
the functionality according to our requirement and would demand increase in the development
time of the project. ) A Literature Review on Automated Manual Transmission (AMT)
analyzed that transmission based actuator (TBA) uses multi-speed transmissions such that heavy,
high-torque motors can be traded for high-speed, reduced mass motor-transmission
combinations. ) A Literature Review on Automated Manual Transmission (AMT) analyzed that

transmission based actuator (TBA) uses multi-speed transmissions such that heavy, high-torque
motors can be traded for high-speed, reduced mass motor-transmission combinations.

[H. J. Prajapati, of Mechanical Engineering ITM Universe, Vadodara ]The various research
works shows that the system can be with hydraulic actuators or electrical based actuators.
Actuators are basically used for gear shift actuations. It has the advantage of lower weight and
higher efficiency with respect to other transmission system. Moreover, since AMT is directly
derived from manual transmission with the integration of actuators into existing devices, the cost
of this system is very less compare to Automatic transmission system.

[Mark G. tweyn,2011 IJERT]Manumatic, a portmanteau of the words manual and automatic, is

a term referring to a class of automotive transmission.Manumatic refers to an automatic
transmission that 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 column 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.
Manumatics 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 "upshift/downshift" manner. Different car manufacturers use a
variety of labels for their manumatic transmissions, such as 'Tiptronic', 'Geartronic', 'Touchshift',
'Sporttronic', 'clutchless-manual' and others. Some manumatic and semi-automatic 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 low end and/or high end of the
engine's normal operating range. Hydraulically-coupled Manumatics and most semi-automatic
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
manumatics 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 upshifting later when
accelerating and downshifting earlier when slowing.

[M. Pasquier ,Argonne National Laboratory]In this study, we presented different control
approaches for the CVT from conventional 5-speed manual mode to hybrid trade-off strategy.
The objective of the study was not to optimize the control strategy but to assess the impact of
CVT control and to demonstrate its potential for helping diesel hybrid powertrain to minimize
the fuel economy penalty and yet meet emissions regulations. The CVT parallel hybrid
configuration used in this experiment provides tremendous flexibility in the choice of both
engine torque and speed operation. The electric motor can replace, assist, or absorb the engine
torque independently from driver expectations. In addition, the CVT allows decoupling between
engine and wheel speeds. This paper compares different transmission control approaches and
evaluates their impact on fuel economy and emissions. But first, in order to obtain a fuel
economy and emissions reference, we first operated the CVT in an emulated manual
transmission mode. Therefore, the electric motor was disabled, and the CVT acted as a manual
transmission. Then, we controlled the hybrid CVT to keep the diesel engine on its best
efficiency curve. The best efficiency curve describes the optimal engine operating point for
each power demand from an energy perspective. Therefore, the engine torque and the CVT ratio
were both controlled to operate the engine at the most efficient point while satisfying the power
demand. However, when the engine operates on its best efficiency curve, it produces excessive
NOx emissions. We used simulation to design a trade-off between fuel economy and NOx
emissions. For each engine power demand, we interpreted NOx emissions and fuel consumption
data to define the best trade-off curve. The engine torque and the CVT ratio were controlled to
operate the engine on this curve while satisfying engine power demand. Fuel economy and
emissions results obtained from the experiments are compared and described in this paper. The
mechanical and electrical modifications made to the CVT to improve efficiency and to control
the transmission are also discussed.experiments in conventional mode, and Figure 25 shows the
results for the experiments in hybrid mode.

[Wu Zhang, Wei Guo, School of Mechanical Engineering, Xian University of Science and
Technology, Yanta Str. 58, 710054, Xian, China]While IC development has slowed in recent
years as automobile manufacturers devote more resources to hybrid electric vehicles (HEVs) and

fuel cell vehicles (FEVs), CVT research and development is expanding quickly. Even U.S.
automakers, who have lagged in CVT research until recently, are unveiling new designs: General
Motors plans to implement metal-belt CVTs in some vehicles by 2002 [6]. The Japanese and
Germans continue to lead the way in CVT development. Nissan has taken a dramatic step with
its Extroid CVT, offered in the home-market Cedric and Gloria luxury sedans. This toroidal
CVT costs more than a conventional belt-driven CVT, but Nissan expects the extra cost to be
absorbed by the luxury cars prices . The Extroid uses a high viscosity fluid to transmit power
between the disks and rollers, rather than metal-to-metal contact. Coupled with a torque
converter, this yields exceptionally fast ratio changes. Most importantly, though, the Extroid is
available with a turbocharged version of Nissans 3.0 liter V6 producing 285 lb-ft of torque; this
is a new record for CVT torque capacity

[Chuanwei Zhang, Yizhi YangCollege of Humanities and Foreign Languages, Xian

University of Science and Technology, Yanta Str. 58, 710054, Xian, China]This paper
established the MB-CVT transmission efficiency test-bed by engine. The range of transmission
ratio is 0.8-2.367 in experiment. The range of transmission ratio i=0.407-0.8 is too difficult to
obtain for engine, because the speed of engine is limited. With the decrease of transmission
ratio, the CVT efficiency increases first, and then decreases. The range of efficiency is nearly
45%-89% in increases part(i>1), the range of efficiency is nearly 85%-89% in decrease
part(i<1), the efficiency is the maximum when transmission ratio is 1. Normally, CVT work in
high efficiency area, namely transmission ratio i<1. The results from experiment are in
agreement with those others, whereby demonstrating that the established test bed is rational and
that the analyses are reliable
[Da Wen Ge, Sugeng Ariyono and Daw Thet Thet Mon Faculty of Mechanical Engineering,
Universiti Malaysia Pahang]New CVT ResearchUntil 1997,CVT research has been focused on the basic issues of drive belt design and
power transmission. Now , as belts developed and produced by Van Doomes
Transmissie (VDT) and other companies are better and reliable , the CVT becomes
sufficiently efficient. The research is now focused primarily on control and

implementation of CVT. CVT control has recently come to the forefront of research.
Although mechanically efficient CVT can be designed , control algorithm is needed for
optional performance. Optimal CVT performance demands integrated control , such as
the system developed by Nissan to obtain the demand drive torque with optimum fuel
economy . The control system determines the desired CVT ratio based on a target
torque, vehicle speed, and desired fuel economy. Honda has also developed an
integrated control algorithm for its CVTs, considering not only the engines thermal
efficiency but also work loss from drive train accessories and the transmission itself.
Testing of Hondas algorithm with a prototype vehicle resulted in one percent fuel
economy increase compared with a conventional algorithm. Although it is not a
significant increase, Honda claimed that its algorithm is fundamental, and thus will
becomes one of the basic technologies for the next generations power plant
control.
[Da Wen Ge, Sugeng Ariyono and Daw Thet Thet Mon]With growing socioeconomic and
environmental concern, automobile energy consumption has become a key element in the current
debate on global warming. Over the past few decades, vehicle fuel economy plays a crucial role
in determining the emission of greenhouse gases from an automobile. There are three
fundamental ways to reduce greenhouse gas emissions from the transportation sector [1]:
(increase the energy efficiency of transportation vehicles, substitute energy sources that are low
in carbon for carbon-intensive sources (i.e. the use of alternative fuel technologies), and
reduce transportation activity. With tremendous growth in consumerism and urbanization, there
is little scope for emissions reduction to occur through a decrease in the amount of vehicle use.
In order to achieve lower emissions and better performance, it is necessary to capture and
understand the detailed dynamic interactions in a CVT system so that efficient controllers could
be designed to overcome the existing losses and enhance the fuel economy of a vehicle. There
are many kinds of CVTs, each having their own.
[Greene, D.L. and Schafer, A. 2003]Further, new research frontiers should be investigated in
the context of CVT design and configuration. Certain new configurations of CVT designs have
been reported to achieve continuous variations in transmission ratio with lower losses, however,
the range of applicability of such CVTs for high torque applications is yet to be analyzed/

verified. A continuously variable transmission is a promising automotive transmission

technology that can provide higher fuel economy, reduced emissions, and better vehicle
performance. The current paper not only addresses the state-of-the-art research accomplished
towards understanding CVT dynamics and control, but also hopefully highlights the
challenges/directions for future research, which could foster better understanding and designing
of such systems and their controllers.

IMPROVED CLUTCH-TO-CLUTCH CONTROL IN A DUAL CLUTCH

TRANSMISSION: By Zhe Wang
A dual clutch transmission (DCT) is a type of automatic transmission featured with a
dual-clutch module and two input shafts. A DCT is able to provide a high-quality gear
shifting with a gear pre-selection procedure and overlapping of clutch engagement. The
gear pre-selection procedure means that the synchronization of the oncoming gear has
been completed before the actual gear shifting procedure starts. And due to the
overlapping mechanism of the two clutches, torque is transferred from the engine to the
driving wheels without interruption during gear shifting. Therefore, it provides a rapid
gear shifting without sacrificing fuel efficiency and riding comfort. In addition, with a
precisely computed and accurately controlled slippage of the dual-clutch module, the
DCT is able to provide a fast and smooth gear shifting. The performance of a DCT during
gear shifting relies on a well-designed clutch engagement controller. A good clutch
engagement controller should be able to achieve (1) a fast clutch-to-clutch shifting and
(2) a smooth gear shifting without noticeable torque disturbance. This research work
proposes a newly designed clutch-to-clutch shifting controller that satisfies both
objectives mentioned above. The presented control law is implemented in a linear 9

control method that explicitly separates the controlling of the two clutches. The
presented control method can be applied to a wide range of applications with easy
implementation and a good robustness. Computer simulations in Simulink proved that
the control objectives were realized with a robust and relatively simple controller.
According to the simulation results, the average magnitudes of the output torques were
reduced by 32.5% with the help of the proposed clutch-to-clutch control law. Also, by
observing a couple of contrast simulations, we found that the output torque difference
grew larger as the clutch actuator time constant became larger. In addition, simulation
results showed that smaller clutch pressure changing rate contributed to a smoother
gear shifting.

Automatic transmissions that provide automatic gear selection and automatic gear
shifting have become increasingly popular for passenger vehicles. There are currently
four common kinds of automatic transmissions: classical automated transmission,
automated manual transmission, dual clutch transmission (DCT), and continuously
variable transmission (CVT). The increasing demand for improved automotive fuel
economy and riding comfort has led to the development of new control technologies for
automatic transmissions. Each type of automatic transmission works in a different way,
but the dual clutch transmission may be an optimal solution for achieving best fuel
efficiency and superior riding performance because of its unique structure. The unique
structure of the dual clutch transmission, featured by a dual-clutch module, enables the
DCT to work as two independent manual transmissions under a precise control of the
dual-clutch module. It is widely thought that DCT has a simple structure and a good fuel
economy like manual transmission. At the same time, a DCT is able to achieve dynamic
performance as good as a classic automatic transmission and realize gear shifting
almost as smooth as a CVT.
However, the unique structure of DCT, the dual-clutch module, also produces
control problems during gear shifting. An improper clutch applying time may cause
undesired torque disturbance to the vehicle and unsatisfactory fuel economy. An

effective control logic for gear shifting decisions is required to regulate gear shifting
operation, and a precisely computed and accurate implemented gear shifting controller,
including the clutch-to-clutch shifting controller, is the key to achieve a fast and smooth 11
gear shifting. The supervisory gear-shifting controller monitors the current engine state
(including engine torque, engine speed, throttle opening, fuel/air mixing rate, etc.),
vehicle speed, and current gear to make a decision for gear shifting operation, including
upshift, downshift and hold. The dedicated gear-shifting controller, including
clutch-to-clutch shift controller, controls the clutch slippage in different phases by
applying different clutch pressures.
During the clutch-to-clutch shift procedure, with a precisely computed and accurately
implemented control law, the clutch-to-clutch shifting controller provides a
clutch-to-clutch control that ensures a rapid and smooth operation without sacrificing
much of fuel efficiency and performance.
The research objective here is to study a simple and robust clutch-to-clutch shifting
controller. The designed clutch-to-clutch shifting controller provides a linear control
method based on measurements of clutch slippage, clutch capacity, and transmission
output torque. The dedicated gear-shifting controller is validated by simulation results in
Matlab/Simulink platform.
A dual clutch transmission (DCT) shows an advantage over the other kinds of
transmissions by allowing the torque transferred from the engine to the driving wheels
without interruption.
From a kinematic point of view, a clutch-to-clutch shift of a dual clutch
transmission is similar to that of a clutch-to-clutch shift in a conventional automatic
transmission (AT). But, due to the absence of torque converter that dampens shift
transients, a DCT shows different dynamic characteristics from an AT. The absence of
torque converter makes a dual clutch transmission more sensitive to input torque 12
indifference. Therefore, an advanced control law for the dual-clutch module during
clutch-to-clutch shift controller is needed to minimize gear-shifting time and reduce the
output torque difference of a DCT. Output torque in this thesis is defined as the torque
measured at the output shaft of a DCT. Torque difference is defined as the difference

between the desired output torque and the actual output torque.
In a DCT, the two clutches are engaged alternatively in different gears. A typical
gear shifting process involves a clutch-to-clutch shift, that is, the engagement of the
oncoming clutch and the disengagement of the off-going clutch. An electrohydraulic unit
actuates the operation of the two clutches. The clutch-to-clutch shifting enables a DCT to
perform a fast gear shifting without power interruption between the engine and the
driving wheels. But a precise and reliable control of the clutch-to-clutch shifting is difficult
to achieve due to the complexity of the characteristics of the frictional clutch,
hydroelectric elements, measurement noise and unpredictable disturbances. An
unreliable and poorly designed clutch-to-clutch controller may cause clutch tie up, engine
flare, undesired performance, and even safety problems. The objective of the research is
to design a reliable, simple, and tunable clutch-to-clutch controller with an easy
implementation.
Shifting Control and Analysis of Dual Clutch Transmission of
Automobile : by Xiaohui Xia
According to the DCT structure and principle, the dynamic shifting process of DCT
has been analyzed, and the engine and clutch model have been established. The driver
intention has been analyzed and distinguished through the fuzzy control theory, on this
basis, gear shift rule has been formulated based on driver intentionseparately from the
power performance and economy performance. Clutch and engine control strategy for
DCT shifting process have been proposed, and shifting control logic also has been drawn
up. DCT shifting simulation model has been established based on the MATLAB/Simulink
software simulation platform. The simulation result shows that the shifting simulation
model in this study meets the requirement, and the shifting control strategy has a good
control effect.
In the automotive industry, the automatic transmission has long been regarded as a
substitute for manual transmission. As a key performance indicator of automobile, the
economic performance of vehicle fuels has been gradually valued, and the control strategy
of automobiles automatic transmission is very important. The development trend of
automatic transmission is mainly reflected in such aspects as excellent economy and
comfort of driving and so on.

To select the appropriate gear through the cooperation between the intention of the
driver and the controller of the vehicle, low fuel consumption can be realized in most
operation cases of the engine, while the control of the transmission of the conventional
automatic transmission is realized through the control of torque converter and a planetary
gear set. Though after years of improvement, the efficiency of mechanical transmission is
still lower than that of the manual transmission. Therefore, the primary goal of the
automotive industry is to improve the mechanical efficiency, and at the same time, to
ensure the comfort and high quality of automatic gearshift [1-2].
DTC (Dual Clutch Transmission) is a new type of automatic transmission device in the
field of automotive automatic transmission. It realizes power transmission and
interruption, and shifting without power interruption through respective connection
between the two transmission shaft and two clutches. AAAA also combines the
advantages of manual transmission and traditional torque mechanic transmission so as to
equip the vehicle with the same convenience and comfort with manual transmission
vehicles, but better fuel economy [3-4]. Shift control is the key technology of DCT
vehicles, and an important index to measure the driving comfort of vehicles, therefore, to
carry out targeted shift analysis and control of the DCT seems quite necessary.
According to the characteristics of DCT synchronizer which can be pre-engaged in the
shift, under the premise of ensuring the accurate realization of the synchronizers function,
Yang Weibin [5] put forward the control law of DCT synchronizer, achieving accurate
control of synchronizer, but he did not take into account the control of clutch; Ma Jin [6]
took the up shift of Block 1 to Block2 as an example to describe the DCT shift process,
and put forward the control method to improve shift quality according to the clutch
engaging speed and engaging time, which has obtained certain results, but has not involve
the driver intention, nor economic and dynamic effects were representative; Zhao Zhiguo
[7] conducted shift researches targeted at a five speed dry dual clutch transmission to
discusses the torque coordinated control between the engine and DCT. Considering the
characteristics of the physical structures, they established 5 degrees of freedom shifting
dynamics equation, and the results showed that the proposed torque coordinated control
strategy based on models reflected the driver intention of shifting, which improved the

shift quality of DCT, but the control structure was relatively complex.
Aiming at a five rates wet DTC, this paper conducts dynamics analysis of the DCT
shifting process and makes model and analysis of key parts; on this basis, it develops a
shift schedule based on driver intention, and makes detailed analysis for gear shifting
process to develop a shift control strategy; finally, based on the MATLAB/Simulink
simulation platform, it builds DCT shift model and conducts simulation test to verify the
validity of the shift control strategies.

Mathematical Modelling of Temperature Rise in Clutch and Design, Analysis and

Fabrication of Cooling System for Clutch: by Madras Institute of Technology Campus,
India.
The temperature rise in a motorcycle wet multi-plate clutch during engagement and
disengagement is very crucial because it is one of the parameters which have a direct influence
on the clutch life. The slipping of the clutch happens during engagement and disengagement
where the friction material on the plates will undergo a change of state from solid to semi-solid
state and the friction material properties start to deteriorate. In order to optimise the clutch life it
is very important to identify the parameters affecting temperature rise. The temperature
measurement setup was developed during the Internship program. Mathematical modelling
would help in developing the equation for predicting the temperature rise. The project involves
combining equations of different physical phenomena like heat conduction in the plates,
convective heat transfer by the lubrication oil, torque transfer by the clutch and energy balance
equations. Mathematical modeling using ordinary differential equation was determined
to calculate the temperature rise. The mathematical model was analyzed using MATLAB and
graphs were generated. The generated graphs were compared and validated by the experimental
results obtained from Internship program. The cooling system of clutch was designed, analysed

and fabricated by providing cooling fins to the existing clutch cover for improving the cooling
for the existing system.
Semi-automatic transmission (US 4676115 A)
A semi-automatic mechanical change gear transmission system (11) including a manually
operated non-synchronized mechanical change gear transmission (12), a plurality of two-position
sensors (278, 280, 282, 284, 286 and 290) cooperating with sensor ramps (146, 148, 150, 152,
154 and 156) manually provided on the operated shift rails (104, 106 and 108) for sensing
manual selection of engagement or disengagement of a particular ratio gear, speed sensors (48
and 50) for sensing the rotational speed of the jaw clutch elements associated with a particular
selected ratio gear, a power synchronizer assembly (10) and a inhibit mechanism (304)
associated with a standard interlock/neutral sensing assembly (254) to resiliently resist axial
movement of the shift rails (104, 106 and 108) from the axially nondisplaced positions thereof in
the absence of synchronous rotation of the jaw clutch members associated with a particular
selected ratio gear.

The Basics:
Horsepower:
James Watt came up with the concept of horsepower which is a measure of, interestingly
enough, power. 1 HP is the equivalent of 33,000 ft/lbfs per minute. The reason for the complex
unit is that were accounting for three things with this number: the amount of weight involved,
the distance its being moved, and how long it takes to do it (that last one is important).
Torque:
Torque is nothing more than a measurement of twisting, or rotational, force. The easiest way to
think of this is to imagine a long shaft like a cars axle and imagine its in a room

suspended in midair. Hanging on the bottom of one end is a rope with a weight attached a
very heavy weight.
Now imagine someone trying to, using their hands, twist the shaft so as to lift the weight. Think
of them as essentially trying to act like a wench and reel it up. The amount of force they are able
to generate to lift the weight in this manner is the torque that theyre able to produce. One unit
for measurement of this is the foot-pound. A foot-pound is the rotational force generated by
hanging a one-pound weight at the end of a 1-foot wrench.
The mistake most people make when engaging in this debate is considering horsepower and
torque independently. Almost everyone argues as if they are separate, unrelated values. They
arent.
Horsepower = (Torque x RPMs) / 5252
This equation is the second most important thing on this page, and its the reason that anyone
telling you that horsepower and torque should be considered equally and separately is
significantly off-base. The fact of the matter is that horsepower is the product of torque and
another value RPMs (divided by 5252). Its not unrelated, separate, or different.
In fact, theres not a single machine in existence that measures a cars horsepower. Its a manmade number. When a cars performance is tested, its torque is measured using a dynamometer.
The measure of an engines performance is torque. Horsepower is an additional number thats
attained by multiplying the torque by the RPMs.
So now for the most important thing on the page. What determines true acceleration for a vehicle
isnt really debatable its force divided by mass. The formula for acceleration is seen below.

f = ma

Which means

a = f/m

The confusion only comes in determining which force were actually talking about.
So we are solving for acceleration and we have a constant mass. Weve already established that
torque is the amount of rotational force being generated at the engine, but we arent concerned
with the force at the engine. What were interested in is the force at the wheels. The force at the
wheels is the f in f = ma (actually, it includes the radius of the wheel as well, but were
simplifying).
But remember, the transmission ultimately gives the force to the wheels, not the engine. And
thats the trick to this whole mess.
So thats where gearing comes in.
Gearing magnifies torque. The torque at the wheels is the torque at the engine combined with the
torque magnification given by the transmission through gearing. So the transmission only sees
whats coming off the engine, while the wheels see the resulting force combination of the
engine plus the transmission.
Thats what horsepower represents. Horsepower is the combination of the benefits of the
engines raw abilities combined with RPMs. And RPMs are what allow us to use gearing
effectively, which gives us more torque at the wheels.
So a technical answer to the question of, What makes acceleration: torque or horsepower?
is torquebut torque at the wheels, not at the engine. And since were talking about torque at the
wheels and not at the engine, the best answer is horsepower, because horsepower encompasses
not only the engines torque but the total torque that gets delivered to the wheels and therefore
provides the f in f = ma .
Yet from the HP equations, thee engine with higher torque will have higher HP.

Hence an engine than out accelerates another similar engine will probably have slightly higher
torque and BHP as well.
As there is no direct correlation between Acceleration and HP or torque, we can hence conclude
that an engine with a higher torque will have higher BHP and will be a better to drive engine than
the other, so far comparing CVTs and manuals on the same grounds.
NOTES:

1. Gearing is extremely important because it controls RPMs (and therefore horsepower).

2. Gears magnify torque hence the acceleration available in first gear.
3. Another way to validate that its power and not torque that matters most for acceleration
is to look at the cars that have the highest acceleration, which are the F1 cars. And guess
what? Low torque, high horsepower.
4. Another excellent explanation of the topics at allpar.com
5. Another way to see the importance of gearing is to notice how fast some low-end cars are
able to accelerate in first gear. They feel pretty fast at first because they can jump off the
line, but its really just a super high gear that sends lots of torque to the wheels. But it
runs out quickly.
6. Racecars have high horsepower due to high RPMs, not due to high torque (see gearing).
7. Below 5252 RPMs any engines torque will always be higher than its horsepower, and
above 5252 RPMs any engines horsepower will always be higher than its torque. At5252
RPMs the horsepower and torque will be exactly the same. revsearch.com
8. It is better to make torque at high rpm than at low rpm, because you can take advantage
of gearing. vettenet.org

HP= 2NT/60000.. (1)

And the typical Torque-HP relationship is:

From the Torque-HP relationship we can see that initially the Torque is high to pull the vehicle
and as the speed increases the torque drops to increase HP till the HP tops out and there is no
longer torque to increase speed and HP.
From the table we can see that the following observations:
1) Both the Torque and HP values of the Manual engines are higher.
2) The Manual engines HP top out at higher RPM than CVT
Hence Manuals can carry higher speeds than CVT
3) At same RPM , say 5500RPM Manuals have higher torques than CVT
Hence considering equation (1), manuals will have high torque and hence high
acceleration than CVT engines
4) The engines with higher torque will be at ease in both city and highway driving, hence
Manuals be more comfortable to drive.
5) Difference between the torques in CVT and Manuals is small number but a greater
difference in HP, this means in Acceleration the manuals will be leading CVT in some
difference but in terms of TOP SPEEDS, Manuals will out perform CVT by huge
difference.
6) Hence, a manual engine with a semi-automatic transmission system will outperform the
CVT in performance, Body balance, Size, Centre of gravity, Etc. terms
Calculations:

1) Foot effort for shifting :

The foot effort calculated at gear shifting pedal on a hero Honda splendor
Engine was: 4.57kg or 5kg.
2) Hand effort for Clutch:
The hand effort obtained in pulling the Clutch was: 3kg.
Methodology:
We are going to use two solenoids of push type to actuate the gear shifting pedal, also we can
increase the pedal length in order to increase leverage and decrease actuating force.
Also we can use one single solenoid which is double acting for the same gear shifter pedal
actuation.
We will select from two push type or a single double acting solenoid depending upon its
availability in market and their costing.
For clutch actuation also will be using a pull type solenoid of stroke roughly 20mm.
Control:
We choose button operated gear shifting (clutch less). Hence the only input from the driver will
be a (+) i.e., increment to upshift and (-) i.e., decrement to downshift.
This input will be received from two switches from the handle bar will be send to a micro
controller. When the controller circuit receives a gear shift signal from the driver, the controller
actuates a relay for 0.5s which disables the ignition coil bringing down the engine rpm for
smooth shifting with simultaneously actuating another relay which connects thegear shifting
solenoids to the battery and makes a gear shift.
The above all process happens in pull type clutch solenoid already actuated and as the shifting of
gear is done the clutch solenoid is released. Hence we accomplish the gear shifting in a semiautomatic way.

The clutch solenoid in the start is always actuated and is released as the throttle is released to
begin the ride.

Solenoid selection criterias:

To obtain the optimum performance, reliability and life of a solenoid, selection considerations
should include the following factors:

1. Force or Torque
Pull, push or rotary load, developed by
plunger when the coil is activated by an
external voltage.
We will require the above Calculated force
solenoids.

2. Stroke
The distance a plunger must travel before it is
stopped.
We need 20mm stroke for clutch and gear
transmission.
In general, the force initially developed by the
solenoid is dependent upon the stroke; i.e., the
longer the stroke, the smaller the force.
The force versus stroke relationship must be
known for any particular solenoid to be used. This
relationship is usually shown as a characteristic
curve.
This relationship can be changed for a given solenoid, by changing some geometries of the interior
components.
The length of the stroke is set by the user by designing an outer stop within the user's mechanism.
The inner stop is built within the solenoid where the plunger bottoms out (at zero stroke).

We prefer conical 90.

3. Temperature
When a solenoid is energized by an outside voltage supply, some heat is generated which increases
the temperature of the coil. This temperature rise has some undesired effects, since resistance of the
coil winding varies with temperature: i.e., by increasing temperature, resistance rises, which in turn,
reduces the electrical current. This will result in a reduction in force output.
Resistance of copper changes by approximately 0.39 percent per degree centigrade, in the
neighborhood of 20C. The following formulas show the relationships between resistance and
temperature rise:

At present we are just developing a prototype and hence we can ignore temperature considerations.
4. Duty cycle
Higher performances may be obtained from a solenoid by introducing higher input power, in which
case more heat will be generated.
One way to reduce the amount of excess heat generated at a higher input power is to use
thesolenoid intermittently, that is, the solenoid is used in "ON-OFF" intervals.
Duty cycle is the ratio of "ON" time over the "TOTAL" time for any one cycle of operation. Duty
cycle is usually expressed in percentage.

Here the Duty cycle depends on riding conditions.

Observing an actual bike riding and noting the time intervals between the gear shifts,

We can assume the following:

ON time =1 Sec
Off time= 2 Sec

Duty cycle

1
1+2 =0.4 or 40%

For safer side we take 45% Duty cycle.

Auto Clutch component design:

After Studying the Existing technology of auto clutch on a Geared Motorcycle (Not Semiautomatic through) is the following Vehicle:

TVS MOTORS JIVE:

100cc, Auto clutch, Manual Transmission,

Review for this Vehicle:

Advantages:
1)
2)
3)
4)
5)

Auto clutch
100 Economic Engine
Motorcycle Type (And not a scooter)
Freedom to select what gear to be.
Any gear stop.

Disadvantages:

1) Centrifugal Clutch
2) Slippage in clutch
3) Hence low fuel economic of 40-50Kmpl (to what we target as 60-70KMPL)

Keeping these drawbacks of the jive, we decide to stay on conventional multi-plate clutch.
But we need to automate the clutching and de-clutching process.
Hence we need to give the forward and release motion to Clutch wire without separate user input
for clutch.
If we observe the user operation, the user already operated the throttle by similar action. If we
just manage to operate the clutch by similar viz the same Motion of throttle by actually releasing
the clutch when throttle is being applied can work, provided the clutch should be engaged early
to what % of throttle is open.
Lets design a throttle wrist such that when the throttle is applied at the same time the clutch is
released and vise versa such that the clutch would be fully engaged when the throttle is open
15% of total.
Hence lets study the existing throttle pulley for pulling the Throttle cable:

R= Radius of throttle pulley = 15mm

Total throttle travel =r X
We know for throttle = 900 for wide open throttle
Total throttle travel =15 X
Total throttle travel =23.56mm
Also 15% of throttle in degrees= 15/90*100= 0.1666*100= 16.66
Lets take 15%= 150
Hence the clutch should be fully engaged till the wrist reaches 150 of its travel.
And the total viz 100% Throttle pulley will be at 900

Hence we need to have different radii of throttle and clutch on the same wrist but in opposite
directions.

By trial and error method, we determine the required radii of clutch and throttle such that the
clutch will be engagedat 15% throttle As follows:
Take R= Clutch pulley radius=40mm
Clutch travel= 11mm
Therefore 11mm = R X
Put R = 40mm we get
= 0.275 Radians
OR
= 15.756339 Degree
Also to decrease the sensitivity of the throttle take the radius of throttle pulley = 12mm instead of
15mm which is original.

The Final Design as the above calculations is done as Drafted below

We use MS Material for cheap a good machining ability.
The following draft was send to the vendor for actual manufacturing:

Bill Of Material : -

Manufacturing pics:
Testing:
Conclusions: