PNEUMATIC AUTO GEAR CHANGER A PROJECT REPORT Submitted by

MAYANK PRABHAT MAHARAJ

Reg no. 0811 3110 1080 Reg no. 0811 3110 1102

In partial fulfillment for the award of the degree Of B.Tech in MECHANICAL ENGINEERING

April 2012

Dr.M.G.R EDUCATIONAL AND RESEARCH INSTITUTE

UNIVERSITY CHENNAI 600095
1

Title of the project

Dr.M.G.R EDUCATIONAL AND RESEARCH INSTITUTE

UNIVERSITY CHENNAI 600095 BONAFIDE CERTIFICATE
Certified that the project report titled PNEUMATIC AUTO GEAR CHANGER is the bonafide record of work done by

MAYANK PRABHAT MAHARAJ

under my supervision.

Signature of the Supervisor K. MEIYAPPAN Dept.of Mechanical Engineering

Signature of the HOD Prof.M.Ganesan, M.E, (Ph.D) Dept.of Mechanical Engineering

Submitted for the University Project viva voce examination held on

Internal Examiner

External examiner

ACKNOWLEDGEMENT
I have taken efforts in this project. However, it would not have been possible without the kind support and help of many individuals and organizations. I would like to extend my sincere thanks to all of them.

I am highly indebted to Thiru A.C. SHANMUGAM, chancellor and Thiru A.C.S. ARUNKUMAR, pro-chancellor for their guidance and supervision as well as for providing necessary information regarding the project & also for their support in completing the project. My sincere gratitude towards Prof. M. Ganesan, HOD, Mechanical Engineering for his constant support [in completing this project.

I would like to express my gratitude towards Mr. K. Meiyappan, Asst. prof., Mechanical Department and faculty staff for their kind co-operation and encouragement which help me in completing this project.

I would like to express my special gratitude and thanks to industry persons for giving me such attention and time.

My thanks and appreciations also go to my parents and friends in developing the project and people who have willingly helped me out with their abilities.

ABSTRACT

There are disclosed an automatic gear change control apparatus for an automobile and a method of controlling such apparatus. A rotational output of an internal combustion engine is connected to drive wheels of the automobile and a load device. When a gear shifting-up of an automatic transmission is to be effected, the load applied by the load device is increased, or the load is connected to an output rotation shaft of the engine via a selectively-connecting device, thereby reducing the rotational speed of the output rotation shaft of the engine to a required level. In this project, the push button is used to activate/deactivate the solenoid valve. The switch is ON at the time of gear changing; the solenoid valve is activated, so that the compressed goes to the pneumatic cylinder. Then the compressed air passes through the tube, and then pushes the pneumatic cylinder, so that the gear is changed from one speed to another speed with the help of gear box arrangement.

TABLE OF CONTENTS

CHAPTER NO. ABSTRACT

TITLE

PAGE NO. 4

1 1.1 1.2 1.3 1.4 1.5 2 2.1 2.2 2.3 3 3.1 3.2 3.3 4 5 6 7

INTRODUCTION Introduction to Pneumatics Introduction to Automatic Gear Changers Hydraulic Automatic Transmission Automatic Transmission Need for Automation LITERATURE REVIEW Pneumatics Production of Compressed Air Manual Transmission METHODOLOGY & TRANSMISSION Objective Working Principle
Working of 3/2 acting Solenoid

1 2 3 4 6 7 8 11 11 12 13 14 14 15 15 15 16 17 18

FUTURE TRENDS RESULT CONCLUSION REFERENCES

INTRODUCTION
A method of controlling a gear change of an automobile, said automobile comprising an internal combustion engine; an automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational output of said engine to

drive wheels of said automobile through any selected one of a plurality of gear ratios; a load device selectively connectable to said output rotation shaft of said engine via selectively-connecting means; and means for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with one of operational conditions of said automobile and said engine said method comprising the steps of controlling said selectively-connecting means when said gear change signal-generating means generates the control signal for shifting up the gear in said automatic transmission, in such a manner that said selectively-connecting means connects said load device to said output rotation shaft of said engine.

An automatic gear change control apparatus for an automobile, said automobile comprising an internal combustion engine; an automatic transmission connected to an output rotation shaft of said engine so as to transmit the rotational output of said engine to drive wheels of said automobile through any selected one of a plurality of gear ratios.

The apparatus comprising a load device for applying a load; means for connecting said load device to said output rotation shaft of said engine and for generating a gear change control signal for selecting one of said gear ratios of said automatic transmission in accordance with one of operational conditions of said automobile and said engine; and load control means for increasing the load of said load device when said gear change signalgenerating means generates the control signal for shifting up the gear in said automatic transmission.

1.1 INTRODUCTION TO PNEUMATICS. Pneumatics is a section of technology that deals with the study and application of pressurized gas to effect mechanical motion. Pneumatic systems are extensively used in industry, where factories are commonly plumbed with compressed air or compressed inert gases. This is because a centrally located and electrically powered compressor that powers cylinders and other pneumatic devices through solenoid valves is often able to provide motive power in a cheaper, safer, more flexible, and more reliable way than a large number of electric motors andactuators. Pneumatics also has applications in dentistry, construction, mining, and other areas. Pneumatic systems in fixed installations such as factories use compressed air because a sustainable supply can be made by compressing atmospheric air. The air usually has moisture removed and a small quantity of oil added at the compressor, to avoid corrosion of mechanical components and to lubricate them. Factory-plumbed, pneumatic-power users need not worry about poisonous leakages as the gas is commonly just air. Smaller or stand-alone systems can use other compressed gases which are an asphyxiation hazard, such as nitrogen - often referred to as OFN (oxygen-free nitrogen), when supplied in cylinders. Any compressed gas other than air is an asphyxiation hazard - including nitrogen, which makes up 77% of air. Compressed oxygen (approx. 23% of air) would not asphyxiate, but it would be an extreme fire hazard, so is never used in pneumatically powered devices. Portable pneumatic tools and small vehicles such as Robot Wars machines and other hobbyist applications are often powered by compressed carbon dioxide because containers designed to hold it such as soda stream canisters and fire extinguishers are readily available, and the phase change between liquid and gas makes it possible to obtain a larger volume of compressed gas from a lighter container than compressed air would allow. Carbon dioxide is an asphyxiant and can also be a freezing hazard when vented inappropriately. Both pneumatics and hydraulics are applications of fluid power. Pneumatics uses an easily compressible gas such as air or a suitable pure gas, while hydraulics uses relatively 9

incompressible liquid media such as oil. Most industrial pneumatic applications use pressures of about 80 to 100 pounds per square inch (550 to 690 kPa). Hydraulics applications commonly use from 1,000 to 5,000 psi (6.9 to 34 MPa), but specialized applications may exceed 10,000 psi (69 MPa). Advantages of pneumatics Simplicity of Design And Control Machines are easily designed using standard cylinders & other components. Machines operate by simple ON - OFF type control. Reliability 1.Pneumatic systems tend to have long operating lives and require very little maintenance. 2.Because gas is compressible, the equipment is less likely to be damaged by shock. The gas in pneumatics absorbs excessive force, whereas the fluid of hydraulics directly transfers force. Storage Compressed gas can be stored, allowing the use of machines when electrical power is lost.

Safety 1.Very low chance of fire (compared to hydraulic oil). 2.Machines can be designed to be overload safe. Advantages of hydraulics 1.Liquid (as a gas is also a 'fluid') does not absorb any of the supplied energy.

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2.Capable of moving much higher loads and providing much higher forces due to the incompressibility. The hydraulic working fluid is basically incompressible, leading to a minimum of spring action. When hydraulic fluid flow is stopped, the slightest motion of the load releases the pressure on the load; there is no need to "bleed off" pressurized air to release the pressure on the load. Pneumatic logic systems (sometimes called air logic control) are often used to control industrial processes, consisting of primary logic units such as:

And Units Or Units 'Relay or Booster' Units Latching Units 'Timer' Units Sorteberg relay Fluidics amplifiers with no moving parts other than the air itself

Pneumatic logic is a reliable and functional control method for industrial processes. In recent years, these systems have largely been replaced by electrical control systems, due to the smaller size and lower cost of electrical components. Pneumatic devices are still used in processes where compressed air is the only energy source available or upgrade cost, safety, and other considerations outweigh the advantage of modern digital control.

1.2 INTRODUCTION TO AUTOMATIC GEAR CHANGERS An automatic transmission (also called automatic gearbox, or "Straight shift"') is one type of motor vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing the driver from having to shift gears manually. Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the output shaft of the transmission.

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Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment. Some machines with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use a torque converter to provide a variable gearing of the engine to the wheels. Besides automatics, there are also other types of automated transmissions such as continuous variable transmissions (CVTs) and semi-automatic transmissions, that free the driver from having to shift gears manually, by using the transmission's computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other transmissions, automatic transmissions differ significantly in internal operation and driver's feel from semi-automatics and CVTs. An automatic uses a torque converterinstead of clutch to manage the connection between the transmission gearing and the engine. In contrast, a CVT uses a belt or other torque transmission schema to allow an "infinite" number of gear ratios instead of a fixed number of gear ratios. A semi-automatic retains a clutch like a manual transmission, but controls the clutch throughelectrohydraulic means. A conventional manual transmission is frequently the base equipment in a car, with the option being an automated transmission such as a conventional automatic, semi-automatic, or CVT. The ability to shift gears manually, often via paddle shifters, can also be found on certain automated transmissions (manumatics such as Tiptronic), semi-automatics (BMW SMG), and continuous variable transmissions (CVTs) (such as Lineartronic). The first automatic transmissions were developed by General Motors during the 1930s and introduced in the 1940 Oldsmobile as the "Hydra-Matic" transmission. They were incorporated into GM-built tanks during WW-II and, after the war, GM marketed them as being "battle-tested." Most cars sold in North America since the 1950s have been available with an automatic transmission. Conversely, automatic transmission is less popular in Europe, with 80% of drivers opting for manual transmission.[1] In some Asian markets and in Australia, automatic transmissions have become very popular since the 1990s. Vehicles equipped with automatic transmissions are less complex to drive. Consequently, in some jurisdictions, drivers who have passed their driving test in a vehicle with an 12

automatic transmission will not be licensed to drive a manual transmission vehicle. Conversely, a manual license will allow the driver to drive both manual and automatic vehicles. Examples of driving license Kingdom, restrictions areCroatia, Dominican some states Republic, Israel, United

in Australia, France, Portugal, Latvia, Lebanon, Lithuania, Ireland, Belgium, Germany, Pak istan, the Netherlands, Sweden, Austria,Norway, Hungary, South Africa, Trinidad and Tobago, Japan, China, Hong Korea, Romania, Singapore, Philippines, United Emirates, India, Estonia, Finland, Saudi only). Conventionally, in order to select the transmission operating mode, the driver moves a selection lever located either on the steering column or on the floor (as with a manual on the floor, except that most automatic selectors on the floor don't move in the same type of pattern as a manual lever; most automatic levers only move vertically). In order to select modes, or to manually select specific gear ratios, the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmissions often used a P-N-D-L-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to driver error causing unintentional gear selection, as well as the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers. Automatic transmissions have various modes depending on the model and make of the transmission. Some of the common modes include Park (P) This selection mechanically locks the output shaft of transmission, restricting the vehicle from moving in any direction. A parking pawl prevents the transmission from rotating, and therefore the vehicle from moving, although the vehicle's non-driven roadwheels may still Arabia (in Kong, Macau, Mauritius, South Arab March

2012), Switzerland, Slovenia, Republic of Ireland and New Zealand (Restricted licence

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rotate freely. For this reason, it is recommended to use the hand brake (or parking brake) because this actually locks (in most cases) the rear wheels and prevents them from moving. This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin. An efficiently adjusted hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear during early morning fast-idle engine warm-ups[citation
needed]

. It should be noted that locking the

transmission output shaft using park does not positively lock the driving wheels. If one driving wheel has little vertical load it will tend to slip, and will rotate in the opposite direction to the more heavily loaded non-slipping wheel. Only a (properly adjusted) parking brake can be relied upon to positively lock both of the parking-braked wheels. (This is not the case with certain 1950's Chrysler products that carried their parking brake on the transmission tailshaft, a defect compounded by the provision of a bumper jack). It is typical of front-wheel-drive vehicles for the parking brake to be on the rear (non-driving) wheels, so use of both the parking brake and the transmission park lock provides the greatest security against unintended movement on slopes. A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. Usually, Park (P) is one of only two selections in which the car's engine can be started, the other being Neutral (N). In many modern cars and trucks, the driver must have the foot brake applied before the transmission can be taken out of park. The Park position is omitted on buses/coaches with automatic transmission (on which a parking pawl is not practical), which must be placed in neutral with the parking brakes set. Advice is given in some owner's manuals (example: 1997 Oldsmobile Cutlass Supreme owner's manual) that if the vehicle is parked on a steep slope using the park lock only, it may not be possible to release the park lock (move the selector lever out of "P"). Another vehicle may be required to push the stuck vehicle uphill slightly to remove the loading on the park lock pawl. Most automobiles require P or N to be set on the selector lever before the internal combustion engine can be started. This is typically achieved via a normally open inhibitor switch, which is wired in series with the starter motor engagement circuit, and is only closed when P or N is selected, thus completing the circuit (when the key is turned to the

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start position), in association with any other checks used on newer cars such as brakes needing to be applied. Reverse (R) This engages reverse gear within the transmission, permitting the vehicle to be driven backwards. In order for the driver to select reverse in modern transmissions, they must come to a complete stop, push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission[citation needed]. Many modern automatic transmissions have a safety mechanism in place, which does to some extent prevent (but does not completely avoid) inadvertently putting the car in reverse when the vehicle is moving forwards. This mechanism usually consists of a solenoid-controlled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving. Some shifters with a shift button allow the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot put back the shifter to R without depressing the shift button to prevent accidental shifting, especially at high speeds, which could damage the transmission.

Neutral/No gear (N) This disengages all gear trains within the transmission, effectively disconnecting the transmission from the driven roadwheels, so the vehicle is able to move freely under its own weight and gain momentum without the motive force from the engine (engine braking). This is the only other selection in which the vehicle's engine can be started. Drive (D) This position allows the transmission to engage the full range of available forward gear trains, and therefore allows the vehicle to move forward and accelerate through its range of gears. The number of gear ratios a transmission has depends on the model, but they initially ranged from three (predominant before the 1990s), to four and five speeds (losing popularity to six-speed autos, though still favored by Chrysler and Honda/Acura)[citation needed]. 15

Six-speed automatic transmissions are probably the most common offering in cars from 2010 in cars like Toyota Camry V6 models, the newerGM cars and trucks, Ford cars and trucks. However, seven-speed autos are becoming available in some cars (found in Mercedes 7G gearbox, Infiniti), as are eight-speed autos in models from 2006 introduced by Aisin Seiki Co. in Lexus, ZF and Hyundai Motor Company. Overdrive ('D', 'OD', or a boxed [D] or the absence of an illuminated 'O/D OFF') This mode is used in some transmissions to allow early computer-controlled transmissions to engage the automatic overdrive. In these transmissions, Drive (D) locks the automatic overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 3545 mph (5672 km/h). Under hard acceleration or below 3545 mph (5672 km/h), the transmission will automatically downshift. Vehicles with this option should be driven in this mode unless circumstances require a lower gear. Third (3) This mode limits the transmission to the first three gear ratios, or sometimes locks the transmission in third gear. This can be used to climb or going down hill. Some vehicles will automatically shift up out of third gear in this mode if a certain RPM range is reached in order to prevent engine damage. This gear is also recommended while towing a caravan.

Second (2 or S) This mode limits the transmission to the first two gear ratios, or locks the transmission in second gear on Ford, Kia, and Honda models. This can be used to drive in adverse conditions such assnow and ice, as well as climbing or going down hills in the winter time. It is usually recommended to use second gear for starting on snow and ice, and use of this position enables this with an automatic transmission. Some vehicles will automatically shift up out of second gear in this mode if a certain RPM range is reached in order to prevent engine damage. Although traditionally considered second gear, there are other names used. Chrysler models with a three-speed automatic since the late 1980s have called this 16

gear 3 while using the traditional names for Drive and Low. Oldsmobile has called second gear as the 'Super' range which was first used on their 4-speed Hydramatic transmissions although the use of the term continued until the early 1980s when GM's Turbo Hydramatic automatic transmissions were standardized by all of their divisions years after the 4-speed Hydramatic was discontinued.

1.3 HYDARULIC AUTOMATIC TRANSMISSIONS A hydraulic automatic transmission consists of the following parts:

Torque converter: A type of fluid coupling, hydraulically connecting the engine to

the transmission. It takes the place of a mechanical clutch, allowing the transmission to stay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that it provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.

Pump: Not to be confused with the impeller inside the torque converter, the pump is

typically a gear pump mounted between the torque converter and the planetary gearset. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine's flywheel, so the pump provides pressure whenever the engine is running and there is enough transmission fluid.

Planetary gearset: A compound epicyclic planetary gearset, whose bands and

clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios. (Not part of some manufacturers transmissions during some eras, Honda being but one).

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

are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission's internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply "taking up" the drivetrain load when actuated, and releasing automatically when the next gear's sprag clutch assumes the torque transfer. The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this.

Valve body: hydraulic control center that receives pressurized fluid from the main

pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic engine control unit (ECU) or a separate transmission control unit (TCU).

Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this

component of the transmission provides lubrication, corrosion prevention, and a

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hydraulic medium to convey mechanical power (for the operation of the transmission). Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages. The multitude of parts, along with the complex design of the valve body, originally made hydraulic automatic transmissions much more complicated (and expensive) to build and repair than manual transmissions. In most cars (except US family, luxury, sport-utility vehicle, and minivan models) they have usually been extra-cost options for this reason. Mass manufacturing and decades of improvement have reduced this cost gap. Energy efficiency Hydraulic automatic transmissions are almost always less energy efficient than manual transmissions due mainly to viscous and pumping losses, both in the torque converter and the hydraulic actuators. A relatively small amount of energy is required to pressurize the hydraulic control system, which uses fluid pressure to determine the correct shifting patterns and operate the various automatic clutch mechanisms. Manual transmissions use a mechanical clutch to transmit torque, rather than a torque converter, thus avoiding the primary source of loss in an automatic transmission. Manual transmissions also avoid the power requirement of the hydraulic control system, by relying on the human muscle power of the vehicle operator to disengage the clutch and actuate the gear levers, and the mental power of the operator to make appropriate gear ratio selections. Thus the manual transmission requires very little engine power to function, with the main power consumption due to drag from the gear train being immersed in the lubricating oil of the gearbox. The on-road acceleration of an automatic transmission can occasionally exceed that of an otherwise identical vehicle equipped with a manual transmission in turbocharged diesel applications. Turbo-boost is normally lost between gear changes in a manual whereas in an automatic the accelerator pedal can remain fully depressed. This however is still largely dependent upon the number and optimal spacing of gear ratios for each unit, and whether

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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. 1.4 AUTOMATIC TRANSMISSION Most automatic transmissions offer the driver a certain amount of manual control over the transmission's shifts (beyond the obvious selection of forward, reverse, or neutral). Those controls take several forms: Throttle kickdown Most automatic transmissions include some means of forcing a downshift into the lowest possible gear ratio if the throttle pedal is fully depressed. In many older designs, kickdown is accomplished by mechanically actuating a valve inside the transmission. Most modern designs use a solenoid-operated valve that is triggered by a switch on the throttle linkage or by the engine control unit (ECU) in response to an abrupt increase in engine power. Mode selection Allows the driver to choose between preset shifting programs. For example, Economy mode saves fuel by upshifting at lower engine speeds, while Sport mode (aka "Power" or "Performance") delays shifting for maximum acceleration. The modes also change how the computer responds to throttle input. Low gear ranges Conventionally, automatic transmissions have selector positions that allow the driver to limit the maximum ratio that the transmission may engage. On older transmissions, this was accomplished by a mechanical lockout in the transmission valve body preventing an upshift until the lockout was disengaged; on computer-controlled transmissions, the same effect is accomplished by firmware. The transmission can still upshift and downshift automatically between the remaining ratios: for example, in the 3 range, a transmission could shift from first to second to third, but not into fourth or higher ratios. Some transmissions will still upshift automatically into the higher ratio if the engine reaches its maximum permissible speed in the selected range. Manual controls Some transmissions have a mode in which the driver has full control of ratio changes (either by moving the selector, or through the use of buttons or paddles), completely

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overriding the automated function of the hydraulic controller. Such control is particularly useful in cornering, to avoid unwanted upshifts or downshifts that could compromise the vehicle's balance or traction. "Manumatic" shifters, first popularized by Porsche in the 1990s under the trade name Tiptronic, have become a popular option on sports cars and other performance vehicles. With the near-universal prevalence of electronically controlled transmissions, they are comparatively simple and inexpensive, requiring only software changes, and the provision of the actual manual controls for the driver. The amount of true manual control provided is highly variable: some systems will override the driver's selections under certain conditions, generally in the interest of preventing engine damage. Since these gearboxes also have a throttle kickdown switch, it is impossible to fully exploit the engine power at low to medium engine speeds. Second gear takeoff Some automatics, particularly those fitted to larger capacity or high torque engines, either when "2" is manually selected, or by engaging a winter mode, will start off in second gear instead of first, and then not shift into a higher gear until returned to "D." Also note that as with most American automatic transmissions, selecting "2" using the selection lever will not tell the transmission to be in only 2nd gear; rather, it will simply limit the transmission to 2nd gear after prolonging the duration of 1st gear through higher speeds than normal operation. The 20002002 Lincoln LS V8 (the five-speed automatic without manumatic capabilities, as opposed to the optional sport package w/ manu-matic 5-speed) started in 2nd gear during most starts both in winter and other seasons by selecting the "D5" transmission selection notch in the shiftgate (for fuel savings), whereas "D4" would always start in 1st gear. This is done to reduce torque multiplication when proceeding forward from a standstill in conditions where traction was limited on snow- or ice-covered roads, for example. Some automatic transmissions modified or designed specifically for drag racing may also incorporate a transmission brake, or "trans-brake," as part of a manual valve body. Activated by electrical solenoid control, a trans-brake simultaneously engages the first and reverse gears, locking the transmission and preventing the input shaft from turning. This allows the driver of the car to raise the engine RPM against the resistance of the torque converter, then launch the car by simply releasing the trans-brake switch. 21

The cost to rebuild an automatic transmission varies. In complete regards to Honda's transmissions, such as BAXA, MAXA (Honda Accord), usually require the least amount of parts when rebuilding. It is very common for these units to require a new filter, set of clutches, overhaul kit and possibly a bearing or new clutch drum. The most common fault in these particular transmissions is in the filtration system. There is no access to the filter of Honda transmissions; they are bolted down inside the transmission, with no external access, unless completely dissembled. It is this reason, and also the driving conditions, heat and normal wear and tear, that Honda transmissions typically go out at around 130,000 miles to 180,000 miles. The filter begins to lose its filtration and thus produces an increase of heat within the entire unit. As heat builds up and less lubrication occurs, the third clutch drum (most sensitive to failure) begins to give out. Or clutches may become worn excessively or a bearing may warp. It is not uncommon to open up a Honda Accord transmission and find that most of the parts are not worn, clean and reusable. It is common to see the same failure rate among the filter, third clutch drum, bearings, and or bushing 1.5 NEED FOR AUTOMATION

In most of the garages the vehicles are gear changed by using ordinary system. In order to avoid all such disadvantages, this automatic gear changer has been designed in such a way that it can be used to change the gear the vehicle very smoothly without any impact force. The operation is made be simple that even any person can handled, by just pressing the button. This is an era of automation where it is broadly defined as replacement of manual effort by mechanical power in all degrees of automation. The operation remains an essential part of the system although with changing demands on physical input as the degree of mechanization is increased. Degrees of automation are of two types, viz. 1. Full automation. 2. Semi automation.

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In semi automation a combination of manual effort and mechanical power is required whereas in full automation human participation is very negligible. Automation can be achieved through computers, hydraulics, pneumatics, robotics, etc., of these sources, pneumatics form an attractive medium for low cost automation. The main advantages of all pneumatic systems are economy and simplicity. Automation plays an important role in mass production. 1. To achieve mass production 2. To reduce man power 3. To increase the efficiency of the plant 4. To reduce the work load 5. To reduce the production cost 6. To reduce the production time 7. To reduce the material handling

LITERATURE REVIEW
PNEUMATICS
The word pneuma comes from Greek and means breather wind. The word pneumatics is the study of air movement and its phenomena is derived from the word pneuma. Today pneumatics is mainly understood to means the application of air as a working medium in industry especially the driving and controlling of machines and equipment. 23

Pneumatics has for some considerable time between used for carrying out the simplest mechanical tasks in more recent times has played a more important role in the development of pneumatic technology for automation. Pneumatic systems operate on a supply of compressed air which must be made available in sufficient quantity and at a pressure to suit the capacity of the system. When the pneumatic system is being adopted for the first time, however it wills indeed the necessary to deal with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using reciprocating compressor. A compressor is a machine that takes in air, gas at a certain pressure and delivered the air at a high pressure. Compressor capacity is the actual quantity of air compressed and delivered and the volume expressed is that of the air at intake conditions namely at atmosphere pressure and normal ambient temperature. The compressibility of the air was first investigated by Robert Boyle in 1962 and that found that the product of pressure and volume of a particular quantity of gas.

The usual written as PV = C (or) PV = P2V2

In this equation the pressure is the absolute pressured which for free is about 14.7 Psi and is of courage capable of maintaining a column of mercury, nearly 30 inches high in an ordinary barometer. Any gas can be used in pneumatic system but air is the mostly used system now a days.

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SELECTION OF PNEUMATICS

Mechanization is broadly defined as the replacement of manual effort by mechanical power. Pneumatic is an attractive medium for low cost mechanization particularly for sequential (or) repetitive operations. Many factories and plants already have a compressed air system, which is capable of providing the power (or) energy requirements and the control system (although equally pneumatic control systems may be economic and can be advantageously applied to other forms of power).

The main advantage of an all pneumatic system are usually economic and simplicity the latter reducing maintenance to a low level. It can also have out standing advantages in terms of safety. PRODUCTION OF COMPRESSED AIR Pneumatic systems operate on a supply of compressed air, which must be made available, in sufficient quantity and at a pressure to suit the capacity of the system. When pneumatic system is being adopted for the first time, however it wills indeed the necessary to deal with the question of compressed air supply.

The key part of any facility for supply of compressed air is by means using reciprocating compressor. A compressor is a machine that takes in air, gas at a certain pressure and delivered the air at a high pressure. Compressor capacity is the actual quantity of air compressed and delivered and the volume expressed is that of the air at intake conditions namely at atmosphere pressure and normal ambient temperature.

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Clean condition of the suction air is one of the factors, which decides the life of a compressor. Warm and moist suction air will result in increased precipitation of condense from the compressed air. Compressor may be classified in two general types. 1. Positive displacement compressor. 2. Turbo compressor Positive displacement compressors are most frequently employed for compressed air plant and have proved highly successful and supply air for pneumatic control application. The types of positive compressor 1. Reciprocating type compressor 2. Rotary type compressor Turbo compressors are employed where large capacity of air required at low discharge pressures. They cannot attain pressure necessary for pneumatic control application unless built in multistage designs and are seldom encountered in pneumatic service.

RECIPROCATING COMPRESSORS

Built for either stationary (or) portable service the reciprocating compressor is by far the most common type. Reciprocating compressors lap be had is sizes from the smallest capacities to deliver more than 500 m/min. In single stage compressor, the air pressure may be of 6 bar machines discharge of pressure is up to 15 bars. Discharge pressure in the range of 250 bars can be obtained with high pressure reciprocating compressors that of three & four stages. 26

Single stage and 1200 stage models are particularly suitable for pneumatic applications , with preference going to the two stage design as soon as the discharge pressure exceeds 6 bar , because it in capable of matching the performance of single stage machine at lower costs per driving powers in the range .

CHARACTERISTICS OF COMPRESSED AIR: The greatest advantage of pneumatic system is the availability of working medium free of cost and it plentiful. Compressed air can also be transported easily and can be easily stored in a reservoir. Another notable advantage is the insensitiveness of It ensures reliable operation even under compressed air to temperature fluctuations.

extreme conditions of temperature. Compressed air offers no risk of explosion; hence no expensive protection cost is required. Compressed air is a very fast working medium where speed and force are infinitely variable.

CHARACTERISTICS OF PNEUMATICS: 1. Compressibility A pneumatic fluid is compressible. Compressibility plays a major role in the actuation of piston, i.e., opening a valve does not move the piston immediately, rather sufficient fluid must flow into the volume to increase the pressure until the force overcomes that on the other side. Compressibility is the energy storage of a fluid. As it is possible to store

compressed fluids and transport them, pneumatics has the advantage of transportability. Another advantage of the energy storage capacity is the small compressor charging a tank can supply a system having high peak loads but small average loads.

2. Leakage Sealing Problems Several methods are used to minimize leakage. One is to use a low operating pressure. Another method to prevent leakage is sealing. Good sliding and rotating sealing

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are to obtain in pneumatics is because of low viscosity of the fluids Diaphragms and bellows are used to avoid sliding seats.

3. Low Viscosity: A highly uncounted problem due to low viscosity is that of sealing. They provide less viscous damping due to low viscosity hence sliding parts wear considerably. This adds the necessity for external sources of lubrication.

Another problem is that the pneumatic cylinder should be thinner enough to maintain a laminar flow inside.

1. Low Density Fluids especially gases are usually of low density. Low density fluids require large mechanical work and more time for high pressure build up. 2. Wide Range of Temperatures The limitations often may lead to a view point that the use of pneumatic equipment is coupled with high cost. It is proved to be false, however, since a calculation of production cost includes not only the power cost but also all other compared with wages, installation cost, and maintenance cost that they are insignificant.

3.3. ADVANTAGES OF PNEUMATIC SYSTEM OVER OTHER SYSTEM:

1. Output power of the pneumatic system can be easily controlled 2. Pneumatic system is not affected by over loading 3. The pneumatic system can be used at various working temperature 4. Air can be easily distributed through pipelines over very long distances 5. Pneumatic enables high working speeds 6. It is a maintenance free system 28

7. Pneumatic enables the application of force very gently which is not only beneficial to pneumatic components but also the equipment which they are installed. 8. The working fluid which is stored in the storage tank can be taken through number of lines which eliminates the use of individual power sources say electric motor and many other machine parts. MANUAL TRANSMISSION A manual transmission, inmotor also known as a manual It generally gearbox or standard (U.S.) Is a a type driveruses

transmission (informally, of transmission used

a manual, standard,

or stickshift,

vehicle applications.

operated clutch, typically operated by a foot pedal (automobile) or hand lever (motorcycle), for regulating torque transfer from the internal combustion engine to the transmission, and a gear stick, either operated by foot (as on a motorcycle) or by hand (as in an automobile). A conventional manual transmission is frequently the base equipment in a car; other options include automated transmissions such as an automatic transmission (often amanumatic), a semi-automatic transmission, or a continuously variable transmission (CVT). Manual transmissions often feature a driver-operated clutch and a movable gear stick. Most automobile manual transmissions allow the driver to select any forward gear ratio ("gear") at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear. This type of transmission is sometimes called a sequential manual transmission. Sequential transmissions are commonly used in auto racing for their ability to make quick shifts. Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Conversely, most automatic transmissions featureepicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called Manumatics. A manual-style transmission operated by computer is often called an automated transmission rather than an automatic.

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Contemporary automobile manual transmissions typically use four to six forward gears and one reverse gear, although automobile manual transmissions have been built with as few as two and as many as eight gears. Transmission for heavy trucks and other heavy equipment usually have at least 9 gears so the transmission can offer both a wide range of gears and close gear ratios to keep the engine running in the power band. Some heavy vehicle transmissions have dozens of gears, but many are duplicates, introduced as an accident of combining gear sets, or introduced to simplify shifting. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a "5-speed automatic." The earliest form of a manual transmission is thought to have been invented by Louis-Ren Panhard and Emile Levassor in the late 19th century. This type of transmission offered multiple gear ratios and, in most cases, reverse. The gears were typically engaged by sliding them on their shafts (hence the phrase shifting gears), which required careful timing and throttle manipulation when shifting, so the gears would be spinning at roughly the same speed when engaged; otherwise, the teeth would refuse to mesh. These transmissions are called sliding mesh transmissions or sometimes crash boxes, because of the difficulty in changing gears and the loud grinding sound that often accompanied. Newer manual transmissions on cars have all gears mesh at all times and are referred to asconstantmesh transmissions, with "synchro-mesh" being a further refinement of the constant mesh principle. In both types, a particular gear combination can only be engaged when the two parts to engage (either gears or clutches) are at the same speed. To shift to a higher gear, the transmission is put in neutral and the engine allowed to slow down until the transmission parts for the next gear are at a proper speed to engage. The vehicle also slows while in neutral and that slows other transmission parts, so the time in neutral depends on the grade, wind, and other such factors. To shift to a lower gear, the transmission is put in neutral and the throttle is used to speed up the engine and thus the relevant transmission parts, to match speeds for engaging the next lower gear. For both upshifts and downshifts, the clutch is released (engaged) while in neutral. Some drivers use the clutch only for starting from a stop, and shifts are done without the clutch. Other drivers will depress (disengage) the 30

clutch, shift to neutral, then engage the clutch momentarily to force transmission parts to match the engine speed, then depress the clutch again to shift to the next gear, a process called double clutching. Double clutching is easier to get smooth, as speeds that are close but not quite matched need to speed up or slow down only transmission parts, whereas with the clutch engaged to the engine, mismatched speeds are fighting the rotational inertia and power of the engine. Even though automobile and light truck transmissions are now almost universally synchronised, transmissions for heavy trucks and machinery, motorcycles, and for dedicated racing are usually not.Non-synchronized transmission designs are used for several reasons. The friction material, such as brass, in synchronizers is more prone to wear and breakage than gears, which are forged steel, and the simplicity of the mechanism improves reliability and reduces cost. In addition, the process of shifting a synchromesh transmission is slower than that of shifting a non-synchromesh transmission. For racing of production-based transmissions, sometimes half the teeth (or dogs) on the synchros are removed to speed the shifting process, at the expense of greater wear. Heavy duty trucks often use unsynchronized transmissions, though military trucks usually have synchronized transmissions, allowing untrained personnel to operate them in emergencies. In the United States, traffic safety rules refer to non-synchronous transmissions in classes of larger commercial motor vehicles. In Europe, heavy duty trucks use synchronized gearboxes as standard. Similarly, most modern motorcycles use unsynchronized transmissions: their low gear inertias and higher strengths mean that forcing the gears to alter speed is not damaging, and the pedal operated selector on modern motorcycles, with no neutral position between gears (except, commonly, 1st and 2nd), is not conducive to having the long shift time of a synchronized gearbox. On bikes with a 1-N-2(-3-4...) transmission, it is necessary either to stop, slow right down, or synchronize gear speeds by blipping the throttle when shifting from 2nd into 1st. 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

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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. 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 in to engagement. In a modern gearbox, the action of all of these components is so smooth and fast it is hardly noticed. The modern cone system was developed by Porsche and introduced in the 1952 Porsche 356; cone synchronisers were called Porsche-type for many years after this. In the early 1950s, only the second-third shift was synchromesh in most cars, requiring only a single synchro and a simple linkage; drivers' manuals in cars suggested that if the driver needed to shift from second to first, it was best to come to a complete stop then shift into first and start up again. With continuing sophistication of mechanical development, fully synchromesh transmissions with three speeds, then four, and then five, became universal by the 1980s. Many modern manual transmission cars, especially sports cars, now offer six speeds. The 2012 Porsche 911 offers a seven-speed manual transmission, with the seventh gear intended for cruising- top speed being attained on sixth.

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Reverse gear is usually not synchromesh, as there is only one reverse gear in the normal automotive transmission and changing gears into reverse while moving is not required and often highly undesirable, particularly at high forward speed. Additionally, the usual method of providing reverse, with an idler gear sliding into place to bridge what would otherwise be two mismatched forward gears, is necessarily similar to the operation of a crash box. Among the cars that have synchromesh in reverse are the 1995-2000 Ford Contour and Mercury Mystique, '00-'05 Chevrolet Cavalier, Mercedes 190 2.3-16, the V6 equipped Alfa Romeo GTV/Spider (916),[1] certain Chrysler, Jeep, and GM products which use the New Venture NV3500 and NV3550 units, the European Ford Sierra and Granada/Scorpio equipped with the MT75 gearbox, the Volvo 850, and almost all Lamborghinis and BMWs.

Methodology & Implementation

Objective The automatic gear changing system can be very useful in low cost automation in all automobiles. The Working speed of pneumatic circuit is high. The manpower requirement is reduced.

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WORKING PRINCIPLE
The push button switch is fixed near to the driving persons in the four wheeler. The air tank contains the compressed air already filled. The switch was ON at the time of gear changing, the solenoid valve was activated. The solenoid valve stem is open, the compressed air flow from the air tank to the pneumatic cylinder. The pneumatic cylinder piston moves forward at the time of compressed air inlet to the cylinder.

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The pneumatic cylinder moves the gear box liver automatically from one position to the another position. Then the gear box liver is activated, so that the vehicle running different speed.

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36

ADVANTAGES 1. It requires simple maintenance cares 2. The safety system for automobile. 3. Checking and cleaning are easy, because of the main parts are screwed. 4. Easy to Handle. 5. Low cost automation Project 6. Repairing is easy. 7. Replacement of parts is easy.

DISADVANTAGES 1. Initial cost is high. 2. The system is complicated one. APPLICATIONS 1. It is very much useful for Car Owners & Auto-garages. 2. Thus it can be useful for the two wheeler application

WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE: The control valve is used to control the flow direction is called cut off valve or solenoid valve. This solenoid cut off valve is controlled by the emergency push button. The 3/2 Single acting solenoid valve is having one inlet port, one outlet port and one exhaust port. The solenoid valve consists of electromagnetic coil, stem and spring. The air enters to the pneumatic single acting solenoid valve when the push button is in ON position. A pneumatic shifter works through compressed air power. So when it receives the signal that gears need to be changed, the shifter opens or closes a magnetic valve assembly. This valve allows compressed air into the system, or pushes it out, in order to create the effect of shifting gears. If more compressed air is allowed in, then the gear is shifted up. If compressed air is let out, then the gear is shifted down. This compressed air can come from

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an on-board tank or from re-routed engine exhaust, depending on the particular design of the pneumatic shifter. In the general electronic pneumatic shift system, a lever position sensor 6 detects an operation of a gearshift lever 4L by the driver. The lever position sensor 6 outputs electrical signals corresponding to a changing position of the shift lever 4L to an electronic control unit (ECU) 8, and the ECU 8 outputs signals to control opened and closed states of a magnetic valve assembly 10 according to the signals received from the lever position sensor 6. Accordingly, air is supplied to or exhausted from a shift control device 12 to control a transmission 14 into various forward and reverse shift modes.

The magnetic valve assembly 10 is connected to an air tank 15 and receives the supply of air from the air tank 15. Also, by the supply and exhaust of air from and to the air tank 15 via a reaction valve 18, which is a 3-way magnetic valve connected to a reaction cylinder (not shown), a shift feeling is provided to the driver when the gearshift lever 4L is manipulated to different shift modes.

The ECU 8 is connected to a shift mode display 20, and the ECU 8 performs control such that the shift mode display 20 displays the present shift mode after receiving signals from the lever position sensor 6. The ECU 8 is also connected to a warning lamp 24 which alerts the driver either of either shift failure caused by the incorrect supply of air to the magnetic valve assembly 10, or of the mis-operation of the gearshift lever 4L by the driver. The ECU 8 detects such problems through its connection with a shift mode sensor 22. The shift control device 12 includes a cylinder MVA 26 and a cylinder MVB 28. Air is supplied to and exhausted from the cylinder MVA 26 and the cylinder MVB 28 by the operation of the magnetic valve assembly 10 which operates according to signals output from the ECU 8. A shift rod 30 is slidably disposed in the shift control device 12. The shift rod 30 is displaced in a rightward or leftward direction (in the drawing) according to the supply of air to the cylinder MVA 26 and the cylinder MVB 28.

A striker 32 is fixedly disposed on the shift rod 30. With this configuration, when the shift 38

rod 30 is displaced in the leftward direction, the striker 32 is also moved such that it operates the transmission 14 to either a first, third or fifth speed of a drive D range; and when the shift rod 30 is displaced in the rightward direction, the striker is moved such that it operates the transmission 14 to either a second or fourth speed of the drive D range, or into reverse. That is, when the driver operates the gearshift lever 4L to different shift modes, the ECU 8 controls the magnetic valve assembly 10 so that air is supplied to or exhausted from the cylinder MVA 26 and the cylinder MVB 28 of the shift control device 12, thereby controlling the displacement of the shift rod 30 and the striker 32. Also, provided on one end of the shift rod 30 is a magnet 34. Magnet sensors 36 are mounted in the shift control device 12 corresponding to a position of the magnet 34. Accordingly, the magnet sensors 36 are able to detect the changing position of the magnet 34 as the shift rod 30 is displaced.

However, in the general pneumatic shift system as described above, since air pressure is used to shift the transmission 14 into different shift modes, in the case where air is abruptly supplied to the shift control device 12, the shift rod 30 and striker 32 are moved at a substantial speed such that abrupt force is applied to a synchronizer, shift fork, etc. of the transmission 14. This results in the wear of the transmission 14, as well as a reduction in shift and ride quality caused by shift shock.

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FUTURE TRENDS

Managing gearshifts and clutch is quite a hassle in bumper-to-bumper traffic, increasingly becoming a norm in the Indian metros. Auto transmission is a boon in such situations.

Automatic transmission cars are getting increasingly popular within the urbanscape as crammed streets make shifting gears an undesirable job. Sure, you would love to use that shifter as you steer your baby around a set of twisties, making that rev needle dance within the power band, but the practice is quite harassing within the clogged confines of the city. The simple alternative to those irritating manual shifts is to go with a car with an auto tranny. Twist the key, put the selector in D and you wont have to touch the gear shifter or depress the clutch lever before you reach your destination. An automatic gearbox can change gear ratios on its own as the vehicle moves without the driver having to shift gears manually. Now this function of shifting gears automatically can be achieved via various means. Based on the method applied to shift the gears automatically, these transmissions are divided in four basic categories - Automatic transmissions, CVTs (Continuously Variable Transmissions), Semi-Automatic transmissions, and DCTs (Dual Clutch Transmissions). Automatic Transmissions differ in operation to CVTs or semi-automatics. Auto transmissions use something called a torque converter, instead of clutch to manage the relation between engine speeds and transmission gears. On the other hand, a semiautomatic transmission facilitates the shift in gear ratios through a clutch-like setup, which is controlled through electro-hydraulic means, and not a torque converter. This system allows the driver to over-ride auto shifts manually if he so desires, although the final shifting is still taken care of by the hydraulics. A DCT or a dual-clutch transmission is an advanced version of a semi-automatic system that utilizes two separate clutches for odd and even gear sets. The system is capable of shifting gears more quickly than conventional automatic transmission, and hence has

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application in cars where driving pleasure and quick shifting response cannot be compromised. This system costs substantially more than your usual automatic transmissions. Finally, a CVT uses a belt or some other means of torque transmission to allow an infinite number of gear ratios between two fixed highest and lowest ratios. The flexibility of a CVT allows it to be tuned for better fuel economy or performance. While auto transmissions bring along great convenience, there are some disadvantages as well. To start with, auto transmissions cars are not as responsive as their manual transmission counterparts. The shifts are not as quick, and sometimes it takes much longer than you would like to shift a gear higher or lower. This reduces driving pleasure and the overtaking capabilities of the car to an extent. Advanced DCTs, especially VWs DSG have managed to go around the problem of slow response, and are even better than manual transmissions in response time. Such systems, however, are expensive. Apart from slow response, auto transmissions are also known be less fuel efficient than their manual counterparts. The Engine Control Unit, or the ECU, which is the brain of a car, isnt in most cases as intelligent as the human brain to derive the best fuel efficiency and performance from the engine. Modern transmissions have come very close, but such advanced systems are available only in premium cars and are very expensive. Also, auto transmission variant are Rs 50,000 to 1 lakh more expensive than their manual transmission counterparts, even in the case of small cars. Mainstream car companies in India are yet to take the automatic option seriously. Of all the volumes players that we have in the Indian car market, only Hyundai offers an auto transmission option across its model range. From the Santro, to the i10, to the i20, every small car from the company comes equipped with an automatic transmission option. Of late, even Maruti has shown intent to offer auto transmission as an option in its cars. The company launched the AT variant of its A-star a few months back. There is ample evidence that more and more car companies are realizing the need of presenting an auto option in their cars, especially for the urban market. Although an auto 42

transmission is not as popular in India as in the more developed nations, its popularity will increase as awareness spreads and traffic scenario becomes even more annoying. Considered an option only for the females in India, the usability of auto transmission actually cuts across genders and age groups. After all, who doesnt want to add a bit of convenience to his drive.

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RESULT

The pneumatic gear changer was designed and checked for successful working. It was fount to be running successfully under all the conditions.

CONCLUSION Now a days in the present scenario gear changer is an essential machine for the automobiles. Sports cars are also often equipped with manual transmissions because they
offer more direct driver involvement and better performance. Off-road vehicles and trucks often feature manual transmissions because they allow direct gear selection and are often more rugged than their automatic counterparts. Conversely, manual transmissions are no longer popular in many classes of cars sold in North America, Australia and some parts of Asia, although they remain dominant in Europe, Asia and developing countries. Nearly all cars are available with an automatic transmission option, and family cars and large trucks sold in the US are predominantly fitted with automatics, however in some cases if a buyer wishes he/she can have the car fitted with a manual transmission at the factory. In Europe most cars are sold with manual transmissions. Most luxury cars are only available with an automatic transmission. In most cases where both transmissions are available for a given car, automatics are an at cost option, but in some cases the reverse is true. Some cars, such as rental carsand taxis, are nearly universally equipped with automatic transmissions in countries such as the US, but the opposite is true in Europe. As of 2008, 75.2% of vehicles made in Western Europe were equipped with manual transmission, versus 16.1% with automatic and 8.7% with other. In some places (for example New Zealand (for the second-phase Restricted licence, but not the final Full licence), Belgium, China, Estonia, Dominican Africa, South Korea, Spain, Sri Republic, Finland, France, Germany, Ireland,Israel, Jordan, Netherlands, Norway, Poland, Singapore, Slovenia, South

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Lanka, Sweden, Turkey, U.A.E and the UK), when a driver takes the licensing road test using an automatic transmission, the resulting license is restricted to the use of automatic transmissions. This treatment of the manual transmission skill seems to maintain the widespread use of the manual transmission. As many new drivers worry that their restricted licence will become an obstacle for them where most cars have manual transmissions, they make the effort to learn with manual transmissions and obtain full licences. Some other countries (such as Greece, India, Italy, Pakistan, Malaysia, Serbia, Brazil, Russia, Ukraine and Denmark) go even further, whereby the licence is granted only when a test is passed on a manual transmission. In Denmark and Brazil drivers are allowed to take the test on an automatic if they are handicapped, but with such a licence they will not be allowed to drive a car with a manual transmission.

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REFERENCES

1. ^ "Buyers Guide Alfa Romeo Spider & GTV 916". Alfisti.net. Retrieved 2010-10-16. 2. ^ "Synchronizers; graphic illustration of how they work". Retrieved 200707-18. 3. ^ "Porsche 911: The latest intel including Germancarblog.com. 2011-07-04. Retrieved 2011-09-01. renderings!".

4. ^ "2012 Porsche 911 will feature a 7-speed manual transmission". Worldcarfans.com. Retrieved 2011-09-01. 5. ^ "2007 Tesla roadster". Supercars.net. 2006-07-19. Retrieved 2011-09-01. Transmission Explained". 6. ^ "The Borg-Warner Overdrive FORDification.com. Retrieved 2012-04-22.

7. ^ An Investigation into The Loss Mechanisms associated with a Pushing Metal V-Belt Continuously Variable Transmission, Sam Akehurst, 2001, PhD Thesis, University of Bath. 8. ^ a b "U.S. Department of Energy vehicle fuel economy website". Fueleconomy.gov. Retrieved 2010-10-16. 9. ^ An Overview of Current Automatic, Manual and Continuously Variable Transmission Efficiencies and Their Projected Future Improvements, Kluger and Long, SAE 1999-01-1259 10. ^ "Rick Steve's Europe: Driving in Europe". Ricksteves.com. Retrieved 2010-10-16. 11. ^ "Why Dual Clutch Technology Will Be Big Business". Dctfacts.com. Retrieved 2010-02-07. 12. ^ "Nearly 80% Of Passenger Cars Are Sold With Manual Transmission In Europe". Prlog.org. 2006-09-12. Retrieved 2009-10-03.

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