CHAPTER:-1

INTRODUCTION

1.1 Introduction
1.2 Automotive Transmission Basics
1.3 Type of Transmission System
1.4 About Zeroshift Automated Manual Transmission

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1.1 Introduction:-
A machine consists of a power source and a power transmission system, which
provides controlled application of the power. Merriam-Webster defines transmission
as an assembly of parts including the speed-changing gears and the propeller shaft by
which the power is transmitted from an engine to a live axle. Often transmission refers
simply to the gearbox that uses gears and gear trains to provide speed and torque
conversions from a rotating power source to another device.
In British English, the term transmission refers to the whole drive train, including
clutch, gearbox, prop shaft (for rear-wheel drive), differential, and final drive shafts.
In American English, however, a gearbox is any device that converts speed and torque,
whereas a transmission is a type of gearbox that can be "shifted" to dynamically
change the speed- torque ratio such as in a vehicle.
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 anywhere rotational speed and torque must be adapted.

Figure:-1 Automobile Transmission System

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

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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 driveshaft to one or more differentials, which in turn, drive 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.
Most modern gearboxes are used to increase torque while reducing the speed of
a prime mover output shaft (e.g. a motor crankshaft). This means that the output shaft
of a gearbox rotates at a slower rate than the input shaft, and this reduction in speed
produces a mechanical advantage, increasing torque. A gearbox can be set up to do the
opposite and provide an increase in shaft speed with a reduction of torque. Some of the
simplest gearboxes merely change the physical direction of power transmission.
Many typical automobile transmissions include the ability to select one of several
different gear ratios. In this case, most of the gear ratios (often simply called "gears")
are used to slow down the output speed of the engine and increase torque. However,
the highest gears may be "overdrive" types that increase the output speed.
Kiwi inventor Bill Martin has developed a gearbox that looks set to consign current
manual and automatic transmissions to the dustbin of history. The last big
breakthrough in automatic gearboxes was in 1928 with synchromesh. Now, 90 years
later Martin's Zeroshift has the potential to shake up the entire motor industry.
Martin's system replaces synchromesh, making it smoother than changing gears on a
manual gearbox. Place a cup of water on the dashboard and a car fitted with Zeroshift
will see the water tilt back as the car accelerates seamlessly, rather than sloshing back
and forth. It is also greener, with 10% fewer emissions than cars running a traditional
automatic gearbox.
"You've got the efficiency of a manual, the emissions of a manual, but you've got
better acceleration than a manual because you're not going through neutral," says
Martin. He says the reason for people buying a manual versus an automatic will change
with the introduction of the new technology. There won't be any major penalty for
price - won't be any major penalty for fuel consumption...I'm expecting the take up of

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automatics to increase," says Martin It is also cheaper to make than an automatic

gearbox and Martin believes Zeroshift will end up replacing all transmissions.
1.2 Automotive Transmission Basics:-
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 revolutions per minute (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 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, is required.
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 a cast 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
wheels 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 main shaft, the
gears being free to turn relative to the main shaft except when engaged by the clutches.

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Figure:-2 Basic Parts of Transmission System

1.3 Types of Transmission System:-

1. Manual Transmission
2. Automatic Transmission
3. Continuously Variable Transmission
4. Semi-automatic Transmission
a) Dual-cutch Transmission
b) Sequential Transmission
1. Manual Transmission:-
Manual transmission is also referred to as stick shift transmission because you need to
use the transmission stick every time you change the gears. To perform the gear shift,
the transmission system must first be disengaged from the engine. After the target
gear is selected, the transmission and engine are engaged with each other again to

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perform the power transmission. Figure 3 shows the components of the manual
transmission gearbox. The gear selector fork can be moved forward and backward to
move the collar to engage it to the target gears (blue). The gears (blue) are driven by
the engine, while the collar (purple) connects to the wheels. To engage the collar to
the gear, the power from the engine must be temporarily removed so the gear will lose
the driving force. Therefore, the gear and the collar can be engaged without causing
grinding due to different spin speeds.

Figure:-3 Basic Manual Transmission System

However, the collar and gear still have different spinning speeds due to the gear ratio
change when shifting. For the modern car, a mechanism called a synchronizer is
added to the collar to synchronize the spinning speed between collar and gears to make
the gears mesh smoothly.
2. Automatic Transmission:-
Driving a manual transmission vehicle is not an easy job for a beginner, and it takes
time for a new driver to attain the skill. Improper driving always causes the car to
stall, and could damage the transmission system. For some disabled people who are
not able to use both legs, driving a manual transmission car is impossible.
In 1941, Chrysler introduced the first automatic transmission system, which included
a fluid coupling between engine and clutch. The gear set is the same as those in a
manual transmission box; however, a vacuum cylinder or a hydraulic cylinder is used
to perform automatic gear shifting. The clutch selects the gear range only but isn't
used when driving. The first range (or low range) contains the 1st and 2nd gears,
while the second range (or high range) contains 3rd and 4th gears. To move the car,
the clutch and brake must be depressed and a gear range must be selected (low, high,
or reverse.) After the gear range is selected, the clutch can be released. To move the
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car, the brake is released and the gas is stepped on. The gear is changed automatically
(between 1 and 2 or between 3 and 4) during driving.

The automatic system for current automobiles uses a planetary gear set instead of
the traditional manual transmission gear set. The planetary gear set contains four
parts: sun gear, planet gears, planet carrier, and ring gear

Figure:-4 Planetary Gear Set Figure:-5 Compounds Planetary Gear Set

Based on this planetary set design, sun gear, planet carrier, and ring gear spin
centrifugally. By locking one of them, the planetary set can generate three different
gear ratios, including one reverse gear, without engaging and disengaging the gear set.
Normally an automatic transmission system has two planetary gear sets with different
sizes of sun gears with their planet gears intermeshed (see Figure 5.) Only one planet
carrier is used to connect both sets of planet gears. This is called a compound planetary
gear set. This design can generate four different gear ratios and one reverse gear.

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From different auto makers, several different types of automatic transmission systems
were designed and developed. Figure 6 shows one of the simple automatic transmission
system designs.

Figure:-6 Planetary Gear Set with Bend and Clutches

From this design, the sun gear (yellow) is connected to a drum (yellow), which can be
locked by a band (red). The ring gear (blue) is directly connected to the input shaft
(blue), which transfers power from the engine. The planet carrier (green) is connected
to the output shaft (green), which transfers power into the wheels. Based on this design,
when in neutral, both band and clutch sets are released. Turning the ring gear can
only drive planet gears but not the planet carrier, which stays static if the car is not
moving. The planet gears drive the sun gear to spin freely. In this situation, the input
shaft is not able to transfer power to the output shaft. When shifting to 1st gear, the
band locks the sun gear by locking the drum. The ring gear drives the planet carrier to
spin. In this situation, the ring gear (input shaft) spins faster than the planet carrier
(output shaft). To shift to higher gear, the band is released and the clutch is engaged
to force the sun gear and planet carrier (output shaft) to spin at the same speed. The
input shaft will also spin at the same speed as the output shaft, which makes the car
run faster than in 1st gear. Using a compound planetary gear set generates more
gear ratios with a special gear ratio, over-drive gear, whose gear ratio is small than 1.
This will make the gear shift smoother.

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3. Continuously Variable Transmission:-

The continuously-variable transmission is also an automatic transmission system,
which changes the diameters of input shaft and output shaft directly, instead of
going through several gears to perform gear ratio change. This design can generate an
infinite number of possible gear ratios.
Unlike the complicated planetary automatic transmission system, a CVT only has three
major parts; a drive pulley connected to the input shaft, a driven pulley connected to
the output shaft, and a belt. Figure 7 shows the structure of the most common pulley
based CVT systems.
If two cones of the pulley fall apart, the diameter of the pulley becomes small; while
they are close, the diameter of the pulley is large. Because the length of the driving
belt is fixed, when the diameter of the drive pulley becomes small, the diameter
of the driven pulley must become large by closing two cones of the pulley together,
and vice versa. Based on this infinite number of gear ratios design, it is said that
CVT is the most efficient transmission system in the world.

Figure:-7 Pulley Based CVT

Another popular CVT is Nissan Extroid toroidal CVT. It uses two discs instead of
pulleys and two rollers (wheels) instead of a belt, compared with a pulley based CVT.
Figure 8 shows that the two rollers spin around the horizontal axis, and also tilt in or
out around the vertical axis. When the two rollers tilt to the upper disc in Figure 9,
they touch the upper disc with a larger diameter, while touching the bottom disc with
a smaller diameter. This works according to the same idea as pulley based CVT, by
generating an infinite number of gear ratios. Even though the pulley based CVT is
currently the most common CVT in the world, the belt is under extremely large stress
between pulleys when they are spinning. Therefore, in the past the CVT could only

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be used for some low torque engines like lawn mowers or snow blowers. It was also
used for some small engine vehicles under 1,500 cc.
With the progress of material technology, Nissan has been able to put a pulley based
CVT into a 3,500 V6 Altima, which dramatically improves the fuel efficiency for a
large engine vehicle. Because CVT is basically designed to perform automatic
transmission without manually engaging/disengaging the clutch, it generates another
issue: How to prevent the engine from stalling when the car is not moving?
CVT has several clutch designs to achieve this goal. Figure 9 is a CVT clutch
assembly normally used for a scooter. The CVT clutch for an automobile is much more
complicated but the idea is similar. The CVT clutch has two parts, a clutch disc with
frictional materials attached on the side, and a clutch cover (drum). The cover encircles
the disc, with the frictional materials barely touching the inside wall. The cover is
connected to the drive pulley, while the disc is connected to the engine.

Figure:8Nissan Extroid toroidal CVT

When the engine is in idle, the clutch disc spins slowly, and the frictional pad doesnt
contact with the inside wall of the cover. At high speed, the centrifugal force causes
the Frictional pad to move away from its spinning axis to touch the inside wall of the
cover, and drives the cover to spin. Thats why for most of CVT vehicles, when the
gear is shifted to D, the car is still not moving when the engine is in idle,
which is different from an automatic transmission with a torque converter.

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Figure:-9 CVT clutch assembly

4. Semi-automatic Transmission:-
A semi-automatic transmission is a very advanced system, which still uses a
clutch to perform the gear shift instead of a torque converter. Unlike the manual
transmission, the computer does all of the clutch disengaging, gear shifting, and clutch
engaging.
This not only makes the gear shifting faster than manual transmission, but also
prevents the vehicle from stalling when the car is stationary. Like a tiptronic
transmission, a semi- automatic transmission can also be switched to manual mode to
perform gear shifting at the drivers' wish. The two most common semi-automatic
transmissions are direct shift transmission (aka dual- clutch transmission) and
electrohydraulic manual transmission (aka sequential transmission).
a) Dual clutch Transmission:-
The direct shift transmission was designed and developed by the Audi and
Volkswagen auto groups. Figure 10 shows the structure of the direct shift transmission.
Like a conventional manual transmission system, it uses a collar, synchronizer, and
gear set to perform gear shift. The clutch set is like that inside the automatic planetary
gear transmission system, which controls the gear ratio change.

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Figure:-10 6-Speed Direct-Shift Gear Box.

Unlike the conventional manual transmission system, there are two different
gear/collar sets, with each connected to two different input/output shafts. One set
contains odd (1 st, 3rd, 5th...) gears, while the other contains even (2nd, 4th, 6th...)
gears. It is just like two conventional manual transmission gear boxes in one.
To automatically shift from 1st gear to 2nd gear, first the computer detects that

the spinning speed of the input shaft is too high, and engages the 2nd gear's

collar to the 2nd gear. The clutch then disengages from 1st gear's input shaft, and

engages the 2nd gear's input shaft.Controlled by computer, the gear shift becomes
extremely fast compared with a conventional manual transmission. Using direct
contact of the clutch instead of fluid coupling also improves power transmission
efficiency. Another advanced technology used for direct shift transmission allows
it to perform "double clutching" by shifting the gear to neutral first,adjusting the
spinning speed of the input shaft, and then shifting to the next gear. This makes gear
shifting very smooth.
b) Sequential Transmission:-
Another famous semi-automatic transmission is an electrohydraulic manual
transmission (aka sequential transmission). The gear set is almost the same as the

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conventional transmission system, except that the shifting of the selector is not an 'H'
pattern.
Instead, all selector forks are connected to a drum (see Figure 11). The drum has
several grooves, and each has a ball sliding in it. Each fork hooks up to a ball and can
be moved forward and backward when the drum is turning. Based on the pattern of
the grooves on the drum, by turning the drum, each fork can move forward and
backward in turn, which makes gear selection sequential. Therefore, it is impossible

for an electrohydraulic manual transmission to perform a gear shift from 1st to

3rd or 4th to 2nd. The shifting must be sequential, like 1st '2nd'3rd'4th or

4th'3rd'2nd'1st

Figure:-11 Electrohydraulic Manual transmissions

1.4 About Zeroshift Automated Manual Transmission:-

Zeroshift technology allows a manual transmission to change gear in zero time. The
Zeroshift automated manual transmission (AMT) is easy to manufacture and is an
alternative to the CVT. Zeroshift offers potential fuel economy improvements from
driveline efficiency and the best possible vehicle acceleration. Compared to an existing
AMT, Zeroshift offers an uninterrupted torque path from the engine to vehicle which
allows for a seamless gearshift.

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CHAPTER:-2

Concept of Zeroshift
2.1 Most Efficient Transmission Zeroshift

2.2 ZEROSHIFT CONCEPT

2.3 How Zeroshift Works

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2.1 Most Efficient Transmission Zeroshift:-

The world is dominated by two forms of transmission, the Manual Transmission

(MT) and the Automatic Transmission (AT). The MT has a single dry clutch operated
by the driver, whilst the AT uses wet clutches that are automatically controlled. There
are pros and cons in both transmissions. The MT is the most efficient transmission
available. This lends itself to providing good fuel economy for the vehicles it is
employed in. The efficiency of the MT is dependent on the load applied. Over a
representative drive cycle its efficiency can approach 97%. The MT is very easy to
manufacture having very few parts. It is reliable and easy to maintain.
Its main weakness is that it is less easy to drive than an AT especially in congested
traffic as it requires the driver to operate the clutch for each gear shift. Gear shifts are
sometimes not smooth which causes discomfort for passengers who will notice an
interruption of engine torque to the wheels when the transmission is between gears. In
severe situations, the interruption of torque can cause dynamic instability of the vehicle
resulting in loss of control.
The AT has many advantages which include ease of driving and very smooth shift
quality. The choice of gear is determined by a Transmission Control Unit (TCU) and
this will ensure that the best gear is chosen for the vehicle road speed depending
on whether the driver requires fuel economy or performance. Drivers are willing to
pay a premium for this type of transmission even though performance and fuel
economy are inferior to the MT.
A reduced performance and fuel economy is apparent because of the lower efficiency
of the transmission. Not only are there parasitic losses for operation of the hydraulic
pump, but large amounts of slip in the torque converter generates heat loss
which warms the transmission fluid rather than providing torque to the wheels. In
recent years a lock up clutch bypasses the torque converter for a large proportion of
the journey which can improve the overall efficiency dramatically. The efficiency of
an AT can be as high as 86%.
From a manufacturing point of view, the AT contains many parts and is more difficult
to service if it develops a fault. In addition, some countries like India have few AT
factories meaning that OEMs have to pay an import duty tax on each unit. This
increases the purchase price of vehicles equipped with an AT. This reduces the
penetration of a much desired transmission in a price sensitive market.
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If a transmission could have the benefits of both the MT and AT and the weaknesses
of neither, this would introduce a third option to segment the market. By automating
the MT, a cheap and economic transmission is created. Traditionally, the AMT has had
good fuel economy, inferior performance (compared to the MT) and bad shift
quality. Zeroshift corrects these latter two issues allowing simultaneously good fuel
economy, performance and shift quality. The combination of these has not been
seen in any other transmission, previously. This paper is split into the following
sections: Firstly, the concept of Zeroshift is introduced. Secondly, the benefits in terms
of fuel economy, performance, shift quality and ease of manufacture are illustrated.

2.2 ZEROSHIFT CONCEPT:-

The Zeroshift concept is to remove the synchromesh components within a manual

transmission and replace them with Zeroshift rings, Figure 1. Synchronization is
performed externally with the assistance of torque intervention performed by the
engine control unit and an automated clutch (standard equipment in an AMT).
The Zeroshift rings act as a pair and represent a dog engagement type transmission.
The unacceptable backlash found in dog engagement transmissions is eliminated by
splitting the dog into two halves. The first Zeroshift ring is engaged to take up drive
whilst the second Zeroshift ring is brought in afterwards to take up the backlash.
Each ring is double-faced where one face can only drive in one direction and the
opposite face in the other direction. When paired back-to-back they provide either a
direct-drive or a ramp face depending on the vehicle drive direction.

Figure:-12 Two Zeroshift rings between two gears

When initiating a shift from the neutral position, one drive ring is engaged with the dog
faces on the gear and the second ring joins the first axially adjacent which provides
drive in the opposite direction to oppose engine overrun and, more importantly,
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eliminate perceivable backlash. This ring is unloaded and is the ring to make the next
shift and as such requires less shift force i.e. much less than synchronizer force (in the

order of 1/25th).

2.3 How Zeroshift Works:-

Figure:-13 Neutral position

It is easier to see the actions of these rings if we look at an exploded view, Figure 13.
Each pair of rings has three pairs of bullets. Here we see just one pair of bullets for
illustration purposes. On one side of the bullet is a retention angle to take up the drive
whilst on the opposite side is a ramp face to disengage drive.
The unique feature of Zeroshift is that it is able to change gear in zero time, just like
a digital switch. We can see in Figure 14 how by shifting the blue ring and its bullets

with a shift fork, drive is taken up on the 1st gear (top of diagram). Backlash is taken
up by shifting the red ring, Figure 15.

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Figure:-14 Actuate first ring to take up drive in 1st gear

Figure:-15 1st gear engaged.

To perform a Zeroshift gearshift, whilst still driving in 1st gear on the blue ring,

the unloaded red ring may be moved to the 2nd gear (bottom of diagram), Figure
16.

As 2nd gear is rotating faster, it overruns 1st gear and takes up drive on the red
ring allowing the engine torque to be handed over. At no time is the engine torque
interrupted from being transferred to the vehicles wheels.

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Figure:-16 2nd gear overruns 1st gear

The gearshift is complete when the original blue ring is no longer loaded on 1st gear

and is able to be actuated over to 2nd gear to take up backlash, Figure 17.
Such a concept has wide application not only because of improved acceleration
performance but also fuel economy and shift quality.
The instantaneous shift is by definition a torque hand- over from one gear to another.
This creates a torque or energy spike in the driveline which is managed by dissipation
through a combination of engine and transmission management, clutch control and
system compliance. The result is a continual delivery of torque and unaffected vehicle
stability.

Figure:-17 2nd gear engaged.

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CHAPTER:-3

LITERATURE REVIEW
3.1 PSAR

3.2 RESEARCH PAPER

3.3 PROBLEM DEFINITION

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3.1 PSAR:-

PATENT:-1 METHOD AND CONTROL DEVICE IN A VEHICLE (EP

2871389 A2)
INVENTOR:- Kjell, Anders & Udd, Jonas
This document describes a method and a control device in a vehicle. Specifically, a
method is specified to control an AMT gearbox in a vehicle, where the AMT gearbox
comprises a split gearbox and a main gearbox and is especially arranged for shifting
with zeroshift technology.

PATENT:-2 TRANSMISSION SHIFT CONTROL DEVICE SYSTEM

(US 4041810)
INVENTOR:-Kenneth B. Harmon
An automatic multi ratio drive transmission having an automatic shift control system
with a speed and throttle position pressure controlled shift valve controlling shifts
between the highest drive ratio and the next lower drive ratio. When the shift valve
is in the lower drive ratio position, a normal speed pressure signal increasing with
increasing speed acting on the shift valve over comes an opposing bias force controlled
by throttle pressure to upshift the shift valve to the higher drive ratio position at
increasing upshift speeds for increased throttle positions and provides an upshift
hysteresis force decreasing with increasing throttle positions to prevent shift cycling as
the highest ratio is established in a short time period and after a longer time delay
period reduces the normal speed related governor pressure in an amount equal to
the upshift hysteresis force at full throttle so that the downshift speed is the same as
the upshift speed at the full throttle position.

PATENT:-3 DUAL CLUTCH TRANSMISSION MECHANISM AND

START CONTROL METHOD (US 9051975 B2)

INVENTOR:-Katsuhiro Arai

A transmission control device includes even-numbered and odd-numbered

transmission gears selected via a shift mechanism and causes the torque capacities of
two clutches to be transitioned to a certain proportion until the clutch rotation speed
difference of a low-speed gear-side clutch reaches 0 or approximately 0, sets the torque

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capacity of the clutch on the low-speed gear side to be the total torque capacity of
both clutches, and sets the torque capacity of the clutch on the high-speed gear side
to 0. The heat load on the clutch at the time when the vehicle starts to move is reduced
and the durability thereof is improved, and the clutch can be made smaller and lighter.

PATENT:-4 GEAR SELECTOR FOR A TRANSMISSION

(US 3780840)

INVENTOR:-Dalton A. Thomas

A selector for a transmission having power trans mitting rotary members, such as gears,
operatively connected to each other and mounted for rotation about an axis
common with the axis of a shaft-like member. A gear selector element rotates with the
shaft-like member adjacent each gear and is movable axially relative thereto with
means urging each gear selector element away from the adjacent gear. Cooperating
connector elements rotate with each gear selector element and the gear adjacent thereto.
Each gear selector element is shifted toward the gear adjacent thereto by an actuator
member to engage said co- operating connector elements until the actuator member is
shifted and the connector element rotatable with the gear selector element moves to a
position in advance of the connector element rotatable with said gear.

PATENT:-5 GEAR SELECTOR MECHANISM (US 4098380)

INVENTOR:-Dalton A. Thomas

A sleeve is splined to but axially slidable on a shaft between two gears rotatable
relative to said shaft and having fixed lugs on their inner faces. A clutch ring is
journalled on each end of the sleeve and provided with the sleeve and ring are moved
toward that one gear. A selector ring slides axially on the sleeve and when moved
in one axial direction toward one of the gears it first positively clutches the advancing
clutch ring to the sleeve then moves the sleeve and clutch ring toward that one gear to
engage the clutch dogs of the advancing ring with the lugs on the one gear.
Thereafter, when the selector ring is moved in the other direction, it first releases the
clutched ring from the sleeve then repeats the above described clutching in the other
direction.

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3.2 RESEARCH PAPER:-

1) Development of DC Motor Controlled Automated Manual

Transmission (AMT) By Mr. M. S. Kumbhar, Dr. Dhananjay
Panchagade & Mr. Kapil Baidya.

Automated Manual Transmission (AMT) has been the best competitive solution to
address the problem of increasing fuel prices and to meet the emission norms.
Automotive world today mostly uses Automated Manual Transmission (AMT) based
on hydraulic actuators. Hydraulic actuators are costly, complex in design, bulky and
invite drastic design changes in existing gearbox. AMT system which is low cost and
fuel efficient has been developed using DC motor controlled electro mechanical linear
actuators. The AMT system consists of three electro mechanical linear actuators, one
for clutch and two for gear shift actuations which are controlled by Transmission
control unit (TCU). The wear of synchronizers can be easily taken care by
reprogramming the stroke lengths of linear actuators. This system can be retro fitted in
vehicle with existing manual gearbox and involve minor design changes. The focus of
paper is to introduce the system developed.
2) Next-generation Fuel-efficient Automated Manual Transmission
Hiroshi Kuroiwa, Naoyuki Ozaki, Takashi Okada, Masaru Yamasak.

This report detailed our recent work on a torque- assist AMT that combines the seamless
shifting of an AT with the fuel economy of an MT. As a basic part of Hitachi Groups
business in developing transmission systems for the auto industry, we believe that the
torque-assist AMT has enormous potential as a compact and affordable fuel-efficient
transmission.
Exploiting the compact size and cost advantages of the torque-assist AMT, we are
moving quickly to develop a practical next-generation AMT for implementation
on mainstream FF compact vehicles with engine displacement under 2 liters.

3) Zeroshift Automated Manual Transmission (AMT) BY A. J. Child.

Zeroshift technology allows a manual transmission to change gear in zero

seconds. The Zeroshift Automated Manual Transmission (AMT) is easy to
manufacture and allows a cost effective alternative to the traditional torque

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converter based automatic transmission. Zeroshift offers potential fuel economy

improvements from driveline efficiency and the best possible vehicle
acceleration. Compared to an existing AMT, Zeroshift offers an uninterrupted
torque path from the engine to vehicle which allows for a seamless
gearshift. This seminal paper provides an introduction to the technology together
with test data from a demonstrator vehicle.

4) Seamless AMT offers efficient alternative to CVT BY R P G HEATH.

The Zeroshift transmission has been demonstrated and has the following benefits:
Improved fuel economy compared with torque converter automatic transmission
and CVT
Improved acceleration performance compared with manual transmission
Improved shift quality compared with manual transmission

5) Fuel economy improvement based on a many-gear shifting strategy by

B. Mashadi, R. Baghaei Lakeh.

Considering the engine operating condition in terms of engine load and engine speed,
a fuzzy decision making system has been developed. The objective was to controlling
the engine operating point in the engine torque-rpm map, in order to enhance fuel
economy. The main idea stems from the approach of tracking the defined target curve
in the engine map similar to the CVT control criteria. To provide resemblance
between a traditional geared transmission and a CVT, a many-gear transmission
concept was introduced. A Fuzzy control was utilized by defining proper membership
functions for the inputs and output. The efficient fuel consumption curve in the engine
map was taken as the target of controller. The effect of engine output power on fuel
consumption has also been taken into consideration. Making use of ADVISOR
software, vehicle simulations was performed for the many-gear base case and a very
good consistency was found with the CVT case. As a result the fuel consumption was
found to become considerably less than existing values. The developed strategy was
then applied to other cases including conventional manual and automatic transmissions
and improvements in the fuel economy was observed.

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3.3 Problem Definition:-

Manual transmission system: Synchromesh system:-

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. 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.[6]

Figure:-18 Exploded View of synchromesh system

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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. As shown in the
above the exploded view of synchromesh system.
Advantages of synchromesh:-
Smoother transitions between gear ratios.
Less 'grinding' noise
A more pleasant driving experience
Less wear on gearbox
Disadvantages of synchromesh:-
They become expensive due to more number of moving parts & higher
manufacturing expenses for complex synchronizer rings & gears.
They have a limitation when handling higher loads.
Damage due to improper handling / shifting can be high.
Repair always takes more time since only on disassembly, many other worn out
parts show up.
They also are very sensitive to amount of clutch disengaged while shifting.

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CHAPTER:-4

ANALYSIS, DESIGN METHODOLOGY AND

IMLEMENTATION STRATEGY
4.1 AEIOU SUMMARY CANVAS

4.2 IDEATION CANVAS

4.3 PRODUCT DEVELOPMENT CANVAS

4.4 EMPATHY SUMMARY CANVAS

4.5 DESIGN OF COMPONENT

4.6 ASSEMBLY OF COMPONENT

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4.1 AEIOU SUMMARY CANVAS:-

Figure:-19 AEIOU SUMMARY CANVAS

First of all we observed the limitations of the prior transmissions. They had
limitations like torque interruption during shifting, poor shifting quality, low
fuel economy, time consuming, high shifting effort etc.
From those difficulties we decided to design, analyze and development of
seamless shifting mechanism which reduces the disadvantages of prior
transmission system.
It eliminate the clutch from the transmission and provide the continuous
torque from engine to wheel.

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4.2 IDEATION CANVAS:-

Figure:-20 IDEATION CANVAS

We first decided about the people whom we had to target which include farmers,
drifters, off-road drivers, mini-truck drivers etc.
The major inputs of our project are brain storming, designing, analysis, production and
comparison.
This project can generate revenue by selling it in the market.

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4.3 PRODUCT DEVELOPMENT CANVAS:-

Figure:-21 PRODUCT DEVELOPMENT CANVAS

First comes the purpose of our projects which are to avoid torque interruption, reduced
human effort sand easy gear shifting.
The people targeted were farmers, drifters, off-road drivers, mini-truck drivers.
The function of our mechanism is to provide seamless torque transmission and easy
shifting quality by using dog clutch and shifter rings.
The product has been designed for more stability and a comfortable ride for the
operator as per its needs.

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4.4 EMPATHY SUMMARY CANVAS:-

Figure:-22 EMPATHY SUMMARY CANVAS

We listed down all the users of our product and activities which they can do while
using our product and also listed down the stakeholders who are not directly
involved with this or they are not applicant of the product instead of it they are
linked with this product in directly.
We met all those people and try to know their problems related to the prior
transmissions and gear shifting. They told us their story about that which we include
in the Enthalpy Summary Canvas.

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4.5 Design Specification of the Components:

4.5.1 Gears
4.5.1.1 Gear G1 (Pinion):

Pitch Circle Diameter = 92 mm

Numbers of tooth = 23

Normal Module (m n) = 4 mm

Tangential Module (m t) = 4.2567 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 40 mm

Tooth Thickness = 6.2832 mm

Bottom Clearance (c) = 1 mm

Addendum (h a) = 4 mm

Deddendum (h f) = 5 mm

Addendum Circle Diameter (d a) = 100 mm

Deddendum Circle Diameter (d f) = 82 mm

Mounting Hole Diameter (d s) = 25 mm

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4.5.1.2 Gear G2 (Gear):

Pitch Circle Diameter = 148 mm

Numbers of tooth = 37

Normal Module (m n) = 4 mm

Tangential Module (m t) = 4.2567 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 40 mm

Tooth Thickness = 6.2832 mm

Bottom Clearance (c) = 1 mm

Addendum (h a) = 4 mm

Deddendum (h f) = 5 mm

Addendum Circle Diameter (d a) = 156 mm

Deddendum Circle Diameter (d f) = 138 mm

Mounting Hole Diameter (d s) = 35 mm

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4.5.1.3 Gear G3 (Pinion):

Pitch Circle Diameter = 75 mm

Numbers of tooth = 15

Normal Module (m n) = 5 mm

Tangential Module (m t) = 5.3209 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 50 mm

Tooth Thickness = 7.8520 mm

Bottom Clearance (c) = 1.25 mm

Addendum (h a) = 5 mm

Deddendum (h f) = 6.25 mm

Addendum Circle Diameter (d a) =85 mm

Deddendum Circle Diameter (d f) = 62.5 mm

Mounting Hole Diameter (d s) = 35 mm

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4.5.1.4 Gear G4 (Gear):

Pitch Circle Diameter = 165 mm

Numbers of tooth = 33

Normal Module (m n) = 5 mm

Tangential Module (m t) = 5.3209 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 50 mm

Tooth Thickness = 7.8520 mm

Bottom Clearance (c) = 1.25 mm

Addendum (h a) = 5 mm

Deddendum (h f) = 6.25 mm

Addendum Circle Diameter (d a) = 175 mm

Deddendum Circle Diameter (d f) = 152.5 mm

Mounting Hole Diameter (d s) = 80 mm

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4.5.1.5 Gear G5 (Pinion):

Pitch Circle Diameter = 108 mm

Numbers of tooth = 27

Normal Module (m n) = 4 mm

Tangential Module (m t) = 4.2567 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 40 mm

Tooth Thickness = 6.2832 mm

Bottom Clearance (c) = 1 mm

Addendum (h a) = 4 mm

Deddendum (h f) = 5 mm

Addendum Circle Diameter (d a) = 116 mm

Deddendum Circle Diameter (d f) = 98 mm

Mounting Hole Diameter (d s) = 80 mm

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4.5.1.6 Gear G6 (Gear):

Pitch Circle Diameter = 132 mm

Numbers of tooth = 33

Normal Module (m n) = 4 mm

Tangential Module (m t) = 4.2567 mm

Pressure Angle () = 20

Helix Angle () = 20

Width (b) = 40 mm

Tooth Thickness = 6.2832 mm

Bottom Clearance (c) = 1 mm

Addendum (h a) = 4 mm

Deddendum (h f) = 5 mm

Addendum Circle Diameter (d a) = 140 mm

Deddendum Circle Diameter (d f) = 122 mm

Mounting Hole Diameter (d s) = 80 mm

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4.5.2. Shafts:

4.5.2.1 Main Shaft:

Diameter = 25 mm

4.5.2.2 Lay Shaft:

Diameter = 35 mm

4.5.2.3 Transmission Shaft:

Diameter = 40 mm

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4.5.2 Bearings:

Product Bearing Inner Outer Width Dynamic Static Number

Diameter Diameter
Load Load of
Number Type (d) (D) (b) Capacity Capacity Bearings
(C) (C o ) Required
NUP2208E NUP 40 mm 80 mm 23 mm 70300 N 74800 N 2
NUP2305E NUP 25 mm 62 mm 24 mm 56700 N 55700 N 1
NUP2307E NUP 35 mm 80 mm 31 mm 91000 N 97600 N 4

4.5.3 Dog Clutch:

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4.5.4 Rings:

4.5.5 Assembly:

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4.5.6 Exploded View:

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Chapter 5
Title:- SUMMARY/CONCLUSION OF RESULTS
5.1 ADVANTAGES OF OUR PROJECT

5.2 SCOPE OF FUTURE WORK

5.3 COST & WEIGHT ANALYSIS

5.4 CONCLUSION

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5.1 ADVANTAGES OF OUR PROJECT:-

The main benefits of Zeroshift are:

1. fuel economy
2. performance
3. shift quality
4. ease of manufacture
1) Fuel Economy:-
Fuel economy of various transmissions compared to MT is shown in Table-1.

Transmission Fueleconomycomparedto
MT
4or5speedAT 11%
6or7speedAT 5%
CVT 7%
DCT 4%
MT 0%
Zeroshift(simulated) 2%

(Table-1)

The worst fuel economy belongs to the 4 or 5 speed AT with on average 11%
worse fuel economy. The best is Zeroshift which is 2% better than the MT.
2) Performance:-
Compared to an MT the Zeroshift concept allows gear shifts to take place in zero time.
This has an immediate performance benefit as the vehicle is never coasting in neutral.
Each gearshift which would normally take a test driver approximately 0.5 seconds to
complete is performed in 0 seconds with Zeroshift technology, Figure 4.1.1. For most
(non-test) drivers, the gearshift would be greater than 1 second.
For the average automobile equipped with a MT it is necessary to perform one gear

shift during a 0 62 mph (0 100 kph) acceleration starting in 1st gear and ending in

2nd gear. The Zeroshift technology enables the acceleration to be completed

approximately 0.5 seconds quicker than a test driver.
The comparison between Zeroshift and MT gear shifting is shown in figure:-4.1.1.

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(Figure:-4.1.1)

Acceleration of various transmissions compared to MT is shown in Table-2.

Transmission Fuel economy compared to

MT
4 or 5 speed AT -12%
6 or 7 speed AT -5%
CVT -3%
DCT 1%
MT 0%
Zeroshift (simulated) 5%
(Table-2)

The worst acceleration performance belongs to the 4 or 5 speed AT with on

average 12% worse performance. The best is Zeroshift which is 5% better than the
MT.
3) Shift quality:-
Zeroshift gives improved shift quality compared with manual transmission.
Transmission shift quality is measured in many ways, some objectively and others
subjectively. We consider here the longitudinal acceleration of a vehicle which can
be measured both objectively and subjectively.
Manual transmission with torque interrupt during the gear shifting is shown in figure:-
4.1.2.

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(Figure:-4.1.2)

Zeroshift transmission with no torque interrupt during the gear shifting is shown in
figure:-4.1.3.

(Figure:-4.1.3)

4) Ease of manufacture:-
The materials used for all components are as per industry standard and require no
unusual treatments. Manufacturing methods too are standard including forging,
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sintering, stamping and casting with defined final finishing. The comparative cost to
which Zeroshift components replace standard components i.e. synchronizers is
reduced purely on a lesser part count. The only additional cost is in shift actuation.
This is consistent with AMT but less than AT.
A Zeroshift hub assembly can be packaged within an existing synchronizer envelope
and in some instances be less an inherent vehicle packaging advantage with ever
increasing engine torques and hence gear widths. For the full vehicle torque range,
independent fork control is employed using 2 actuators per hub, but with the shift
forces being much less than those of equivalent synchronizers, the actuator sizes are
much smaller than that of AMTs. It is difficult to compare different transmission
types as results can be misleading because of volumes. By comparing the theoretical
cost of producing current transmissions at similar volumes at a Greenfield site the
following estimated data is provided in Table-3.

Transmission Production costs compared to MT

4 or 5 speed AT 170%
6 or 7 speed AT 170%
CVT 180%
DCT 100%
MT 110%
Zeroshift (simulated) 125%
(Table-3)

The most expensive transmission to produce is the DCT which is estimated at costing
80% more to produce than the 5 speed MT. The least expensive automated
transmission is Zeroshift which is an AMT and is estimated at costing only 25%
more to produce than the 5 speed MT.
5.2 SCOPE OF FUTURE WORK:-
For future work it gives the following benefits:-
Automated gear shift
Improved fuel economy
Improved acceleration performance
Improved shift quality
Easy to manufacture
Avoid torque interruption during gear shifting
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Avoid clutch from the transmission

We can also able to improve the gear selector mechanism
5.3 COST AND WEIGHT ANALYSIS:-
Cost of components:-

Cost

10%
25%

35%

30%

Material Patent Machining Bearing

(Table-4)
ESTIMATED TOTAL COST = 12,600-13,500 INR

Weight of components:-

Weight

10%

30%
15%

10%

20%
15%

Gear Shaft Dogclutch Shifterrings Barrelcam Bearing

(Table-5)

ESTIMATED TOTAL WEIGHT = 2.5 Kg to 3 Kg

5.4 Conclusion:-

The Zeroshift conversion of an existing manual transmission has been demonstrated.

This has the following benefits:

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Automated gear shift

Improved fuel economy compared with torque converter automatic transmission
Improved acceleration performance compared with manual transmission
Improved shift quality compared with manual transmission
Easy to manufacture
Another is the systems versatility since it gives manufacturers the option to introduce
automatic gearboxes or semi-autos with minimal expense or complexity.
The performance is there. The fuel economy gain is there. Youre always in the right
gear if you put it in drive. Its good for emissions and its good for the stability of the
bike youre not interrupting the torque so youre less likely to lose control during a
shift.
With constant torque providing acceleration, as well as smoother changes, the vehicle
is more stable and benefits from higher levels of control, allowing gear changes while
cornering as well as improving pulling power.

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