TRANSMISSION SYSTEM

Introduction
 The transmission is a device that is connected to
the back of the engine and sends the power from the
engine to the drive wheels.
 An automobile engine runs at its best at a certain
RPM range and it is the transmission's job to make sure
that the power is delivered to the wheels while keeping
the engine within that range.
 It does this through various gear combinations.
 In addition to the various forward gears, a
transmission also has a neutral position which
disconnects the engine from the drive wheels, and
reverse, which causes the drive wheels to turn in the
opposite direction allowing you to back up.
Transmission system
Transfer Case for Four Wheel Drive
Manual Transmission
Purposes Served by Transmission
System:
 Provides the mechanical advantage (required
torque) to drive vehicle under different road & load
conditions.
 Convert the forward motion into reverse to move
vehicle backward.
 Provides a neutral position to disallow the power
flow from engine to rest of the power train.
 Divert power flow at right angles.
 provides speed variation as required.
 Transmit power flow at varied angles and length.
Type of Transmission System
 Manual Transmission system.

 Automotive Transmission system.

Manual Transmission System
In manual transmission system, the vehicle is driven
with the assistance of gearshift and foot clutch.
Transmission system consists of the following
components:

1. Clutch system.
2. Transmission
or Transaxle.
3. Drive shaft
4. Differential.
5. Drive Wheel.
 Clutch
o In vehs with manual transmission or transaxle, the
power from the engine flows through the clutch.
o It acts as a bridge between engine and
transmission system.
o Engage or disengage power flow in between engine
and transmission system as per requirement.
o It is located between the engine flywheel and the
transmission or transaxle.
The clutch have four functions:
 It can be disengaged to allow engine cranking and to
permit the engine to run freely without delivering
power to the transmission.

 While disengaged, it permits the driver to shift the

transmission into various gears.

 While engaging, the clutch slips momentarily to

allow smooth engagement and lessens shock on
gears, shafts, and other drive-train parts.

 When engaged, the clutch transmits power from the

engine to the transmission
Clutch construction
The typical clutch consists of three basic parts

 Engine flywheel

 Friction disc

 Pressure plate
Clutch construction
 Engine Fly wheel. An
important part of the engine, is
also the main driving member
of the clutch.
 Friction disc. The friction
disc is the driven member. It is
about 12 inch or less in
diameter and splined to the
clutch shaft or transmission
input shaft.
 Pressure Plate. The pr
plate, with one or more springs,
attaches to the clutch cover -
the whole assembly is bolted to
the flywheel and rotates with it.
Clutch construction
Pressure plate must squeeze the clutch disc onto the flywheel with
sufficient force to transmit engine torque efficiently. It must move
away from the clutch disc so the clutch disc can stop rotating, even
though the flywheel and pr plate continue to rotate. When the clutch
pedal is pressed down, the Release Bearing moves toward the
flywheel. It pushes in against the pressure plate’s release fingers and
moves them against the
force of the plate’s springs.
This action moves the
pressure plate away from
the clutch disc, interrupting
the flow of power and
reducing friction.
The transmission input shaft
has the same centre line as
the engine crankshaft.
Clutch Operation
 When the clutch pedal is depressed, the clutch fork
(connected through a linkage to the clutch pedal) pushes
the release or throw-out bearing and clutch is
disengaged , the drive member turn independently of the
driven member and the engine is disconnected from the
transmission.

 When the clutch pedal is released, the clutch is

engaged, the pr plate moves toward the flywheel and the
clutch disc is squeezed between the two revolving driving
members and forced to turn at same speed.

 The typical friction disc travels only about 0.060 inch

(1.5 mm).
Clutch Operation
 Clutch facings are made of cotton and asbestos
fibers woven or molded together, saturated with resins
or other binding agents.

 Sometimes, copper wire is woven or pressed into

the facings of friction disc to give them added strength.

 Some friction discs have ceramic metallic face.

Transmission and Transaxle
Transmission or Transaxles is a vital link of the power train of
any modern vehicle. It consist of parallel set of metal shafts on
which meshing gear sets of different ratios are mounted. It
can
 Provide the torque needed to
move the vehicle under a variety
of road and load conditions.

 Be shifted into reverse so the

vehicle can move back ward.

 Be shifted into neutral for

starting the engine and running it
without turning the driving wheels.
Transmission Vs Transaxle
 Transmission Vehicles propelled by the rear wheels normally
use a transmission. Transmission gearing is located within the
transmission case which is normally located in the front of the vehicle
and back of an engine.
 Transaxle When the transmission and the drive axle are combined
in one unit, it is called a "transaxle." The transaxle is the special power
transfer unit commonly used on front wheel drive vehicles. A transaxle
combines the transmission gearing, differential, and drive axle
connections into a single case Al housing located in the front of the
vehicle and side of an engine.

 Most manual transmission and transaxles are constant mesh, fully

synchronized units.
 Constant mesh means that whether or not the gear is locked to the
out put shaft, it is in mesh with its counter gear. All gears rotate in the
transmission as long as the clutch is engaged.
 Fully synchronized means the unit uses a mechanism of brass rings
and clutches to bring rotating shafts and gears to the same speed before
shifts occur. This promotes smooth shifting.
Synchronizers
Synchronizers are used to prevent gear clash during gear
shifting. In Manual transmissions in modern passenger cars
use synchronizers to eliminate the need for double-clutch.

 To allow the collar and the gear to make frictional contact

before the dog teeth make contact. This lets the collar and the
gear synchronize their speeds before the teeth need to
engage.

 They ensure that the gears and sliding sleeves about to

mesh rotate at the same speed.
 They have synchronizing cones and synchronizer rings - three keys
fit into slots in the synchronizer hub that is splined to the output shaft
 The keys have raised sections that fit the detent groove in the sleeve

 A typical first gear ratio is 4:1 and overdrive ratio is 0.8:1, that of reverse
gear is 3.5:1
Drive Line
Drive line is an assembly of one or more drive shafts,
universal joint and slip joints. It transmits torque through
varying angles and distances from one shaft to another.

 Drive Shaft
It transmit
torque smoothly
while rotating ,
changing length
and moving up
and down.
 Universal Joint. It
allows driving torque to be
carried through two shaft that
are at an angle with each other.
The universal joint is basically a
double-hinged joint consisting of
two Y shaped yokes , one on
the driving or input shaft and the
other on the driven or out put
shaft plus a cross-shaped called
cross. A yoke is used to connect
the Y joint together.
 Slip Joint: It has out side splines on the shaft and
matching internal splines in a matching hollow shaft or yoke.
When assembled, the splines cause the shafts to rotate together
while they can move back and forth. This serves to adjust the
length of the propeller shaft when demanded by the rear axle
movements.
Differential
The differential is a geared mechanism located between
the driving axles of a vehicle. It functions as follows:
a. The differential allows the drive wheels to rotate
at different speeds when negotiating a turn or curve
in the road and redirects the engine torque from the
drive shaft to the rear drive axle shafts.
b. It also allows both axles to turn at the same
speed when the vehicle is moving in a straight line.
c. Also allow power transfer at right angles.
Differential
Differential Lock
 In conventional differential if one of the wheels slips -
all the power is transferred to that wheel (since grip is
less). Ultimately the vehicle becomes stationary.
 This is overcome with
differential lock which
prevents slipping of
gears on the wheel sides
facing more traction or
grip on the road.
In practice, a differential lock works either by clutching the drive-shaft gears to the
differential case, forcing them to rotate at the same speed as the case itself, or by
locking the differential pinion gears so that they cannot rotate on their shafts (again
forcing the drive-shafts to rotate at the same speed). Dog clutches are usually used
for this and because of the nature of dog clutch design this means that it is impossible
to engage the device while the drive is under any pressure and the vehicle therefore
has to be brought to a standstill first. Caution has to be exercised in providing a
differential lock, since all the available torque - not just half of it as would be
the case with ordinary differential systems - will be applied to whichever road
wheel has the better grip.
What does a limited slip differential(LSD) do?

A limited slip differential allows for more efficient handling and

improved performance. It transfers engine power to the wheels that
are getting the most grip on the ground using a mechanical system,
electronics or a combination of the two.
Limited slip differentials are "torque sensing." Meaning they can
shift torque to a car's drive wheels with the most amount of
traction and limit the wheel with the least amount of traction.
The multi-plate limited slip differential prevented all torque from
being lost if one wheel was unable to find any grip. When there
was relative movement between the wheels and their drive-
shafts, the rotating pinions would try to puch themselves away
from the driveshaft gears; when this happened the multi-plate
clutches did not lock the assembly completely but they did
provide enough friction to limit the degree of wheel spin so that
torque could still be delivered to the "good" wheel.
Important to Remember
 When engaged, the wheel differential lock will
cause the vehicle to under steer, meaning that the
vehicle will not turn as quickly, and more steering effort
will be required.
 Do not use the wheel differential lock when
traveling downhill. This will ensure maximum control of
the vehicle.
 Use the wheel differential lock only at speeds less
than 25 MPH.

 The differential lock should only be engaged when

the vehicle is stationary.
Engagement of the wheel differential lock while wheels are rotating at
different speeds (differentiation) may cause shift fork scoring and bending,
clutch teeth to fail and/or axle shaft shock failures.

This system should only be used when poor traction is encountered; it

must be disengaged when traveling on solid road surfaces.

Operating the wheel differential lock in the engaged "lock" position of sold
surfaces while turning corners (differentiating), may cause clutch jump out
damaging shift system components.

The wheel differential lock may not disengage immediately due to torque
"wrap up". This wrap up can occur when the system is disengaged while
the vehicle is operating on surfaces such as sand, mud or even snow.
Drive axle
The drive axle assembly transmits torque from the
engine and transmission to drive the vehicle’s wheels.
The drive axle changes the direction of the power flow,
multiplies torque, and allows different speeds between
the drive wheel.
Constant Velocity( CV) joint
These joints are used to transfer uniform torque at a
constant speed, while operating through a wide range
of angles.

Types of CV Joints:
a. By position ( inboard or outboard).
b. By function ( fixed or plunge).
c. By design ( ball type or tripod).
Constant Velocity( CV) joint
Automatic Transmission
In case of the automatic transmission system, the gears
are changed automatically corresponding with the
vehicle's speed. The basic components essential for
this process are torque converter, Clutch housings,
planetary gears, computer, seals and hydraulic designs.
Torque Converter
A fluid coupling that transmits
engine torque to the
transmission without a direct
mechanical connection. It has
curved vanes that reduce the
'bounce back' effect. The
function of a TC as follows:

 Automatically engage and disengage engine to

transmission.
 Absorb shock while changing gears.
 Multiples torque under load.
Components of TC
 Impeller or pump – The driving
member in the torque converter is the
impeller or pump. It is connected to
engine crankshaft. The impeller rotates
at engine speed.
 Turbine – The driven member is
called a turbine. The turbine is
connected to the transmission input
shaft.
 Stator – The stator is placed
between the inner ends of The impeller
and turbine vanes. Redirects flow of
fluid from the turbine to the impeller.
Mounted on a one-way roller clutch and
can only rotate in the forward direction

The pump section of the

torque converter is
attached to the housing.
Working of Torque Converter
 The pump inside a torque converter is a type of centrifugal pump. As it spins,
fluid is flung to the outside. As fluid is flung to the outside, a vacuum is created
that draws more fluid in at the center.
 The fluid then enters the blades of the turbine, which is connected to the
transmission. The turbine causes the transmission to spin, which basically
moves your car. You can see in the graphic below that the blades of the
turbine are curved. This means that the fluid, which enters the turbine from the
outside, has to change direction before it exits the center of the turbine. It is
this directional change that causes the turbine to spin.
 The stator resides in the very center of the torque converter. Its job is to
redirect the fluid returning from the turbine before it hits the pump again. This
dramatically increases the efficiency of the torque converter.
 Coupling occurs when the turbine is turning as fast as the pump
 Torque multiplication occurs in the torque converter because of the action of
oil and the stator vanes
 Torque multiplication is needed for acceleration and occurs only when the
impeller turns faster than the turbine
 Some torque converter has dual stators - provides greater torque
multiplication
 Normally, the impeller turns faster than the turbine - the difference of speeds is
known as the slippage
Clutch Housings
Gear shifting is accomplished by
a series of Clutch Housings
that contain inner and outer
geared Friction Plates. As a
Clutch housing is activated, the
friction plates lock-up and
transfer energy from an outer
housing to an inner housing and
from there through various gear
ratios to the main shaft. Once
the transmission reaches a
specific speed, the next gear
housing is activated to shift
gears.
Planetary gear set
There is a simple epicyclic gear train arranged as an external
part of the torque converter. Energy traveling down the main shaft
reaches the Sun and Planetary Gear housing where it is transferred
to the Output Shaft and on the Drive Shaft. It has three or four
forward speeds.
Functions :
 Provide under drive, overdrive, direct drive and reverse in one
gear unit.

 When one member is held torque and/ or direction is affected.

 When two members are held direct drive is achieved.

 The sun and planetary gear housing and clutch housing

assemblies allow for multiple drive gears as well as changing the out
put direction when the transmission is shifted into reverse.
Planetary gear set
Components :
 Sun gear
 Planetary pinion gears and carrier
 Internal ring gear
Planetary gear sets are controlled by bands, one-way
clutches, and multiple disc clutches.

Bands and multiple disc clutches are operated by springs

and fluid pressure
The band is lined with friction material.One end of the band
is anchored to the transmission case and the other end is
linked to a servo

Servo is a hydraulic device that converts hydraulic pressure

into mechanical movement
Planetary gear set types
 Simple
 Simpson
 Ravigneaux
 Simple
Planetary
gear set

Ravigneaux
Planetary
gear set

Simpson
Planetary
gear set
Simple Gear Train
One sun, one carrier, one ring gear: can provide under
drive (reduction), overdrive, direct drive, reverse or
neutral.
Action Ratio Input Held (reaction) Output

U.D. 3.33:1 Sun Ring Carrier

U.D. 1.43:1 Ring Sun Carrier

O.D. 0.33:1 Carrier Ring Sun

O.D. 0.7:1 Carrier Sun Ring

R.-U.D. 2.33:1 Sun Carrier Ring

R.-O.D. 0.43:1 Ring Carrier Sun

Direct 1:1 Any two members locked together, no reaction

Neutral NA No member held

 Simpson Gear Train
 Two planetary gear sets with a common sun gear;
Consists of one sun, two planet carriers and two Ring
gears
 Provides first and second under drive, direct drive
and reverse.

Gear Ratio Input Held (reaction) Output

range

First 2.7:1 Front ring Front carrier Sun

Sun Rear carrier Rear ring
Second 1.5:1 Front ring Sun Front carrier
Third 1:1 Front ring None Front carrier
and sun

Reverse 1.9:1 Sun Rear carrier Rear ring

Ravigneaux Gear Train
 It has an internal gear, two sets of planet pinions
(long and short), two sun gears (forward and reverse), and
a planet pinion carrier - also called a compound planetary
gear set.

 Provides under drive, overdrive, direct and reverse.

 More compact than the Simpson gear train.
 Capable of more torque transfer.
 Three output members.
Ravigneaux Gear Train
Gear Ratio Input Held Output Idler Free
range (reaction)
First 2.4:1 Small Carrier Ring Short Large
sun pinion sun
Second 2.2:1 Small Large sun Carrier
1st stage sun (ring)
Second 0.67:1 Carrier Large sun Ring Overall ratio
2nd stage Is 1.47:1
Third 1:1 Large Na Ring
and
small
sun
Fourth 0.67:1 Carrier Large sun Ring Small
sun
Reverse 2.0:1 Large Carrier Ring Small
 The hydraulic system provides the pressurized fluid to
operate the automatic transmission
 It supplies fluid to the torque converter
 It directs pressurized fluid to the band servos and multiple disc
clutches
 It lubricates the internal parts
 It removes heat generated by the torque converter and other
moving parts
The automatic transmission system is filled with automatic transmission fluid (ATF)
- SAE 20
The major components in the hydraulic system include
The oil pump
Band servos
Multiple disc clutches
The valve body and governor
May have electronic control. It is responsible for
engaging or disengaging the clutches and gears.

 When the automatic transmission gear is engaged

from the start position, the vehicle starts moving in
first gear
 The transmission then up-shifts into higher gears as
the accelerator pedal is depressed by the driver
 When decelerating, the transmission disengages
the torque converter clutch (TCC) and automatically
down-shifts it in first gear as the vehicle stops
 Working of Automatic Transmission
 The power side of the torque converter pushes transmission fluid into the
blades of the opposite half of the torque converter to drive the transmission.
The torque converter and the transmission fluid create a liquid joint between
the engine and transmission. With the engine running, and the transmission
in Drive, the vehicle will not move forward until you release the brakes.
When moving and you apply the brakes, the liquid joint allows the engine to
continue running and only the transmission is stopped.
 Power Steering Fluid acts as a lubricant, as a cleaner and also as a
method to dissipate heat inside the transmission housing. Gear shifting is
accomplished by a series of Clutch Housings that contain inner and outer
geared Friction Plates. As a Clutch housing is activated, the friction plates
lock-up and transfer energy from an outer housing to an inner housing and
from there through various gear ratios to the main shaft. Once the
transmission reaches a specific speed, the next gear housing is activated to
shift gears.
 Energy traveling down the main shaft reaches the Sun and Planetary Gear
housing where it is transferred to the Output Shaft and on the Drive Shaft.
The sun and planetary gear housing and clutch housing assemblies allow
for multiple drive gears as well as changing the out put direction when the
S on a gear shift
When shifted into the Sport Mode, the engine delivers higher RPMs with the
transmission in a lower gear, so the drive is sportier and more responsive.
However, exactly what the sport mode will do to your vehicle depends on the
model. In most car models, the sports mode will only change the automatic
transmission settings, while some will change both engine performance and
suspension.
Sport mode is reserved for those moments when you need more power, or you are
looking to gain added handling through tight corners.
Benefits of Driving in Sport Mode
1. More Horsepower/Torque
2. Improved Throttle Response
3. Tighter Steering
4. Stiffer Suspension
Disadvantages of Driving in Sport Mode
1. Reduced Fuel Economy
2. More Engine Wear
Manual transmissions Vs Automatic transmission

 MT generally offer a higher selection of gear ratios.

Vehicles with MT offer a 5-speed or 6-speed, whereas
the AT option would typically be a 4-speed.
 MTs generally offer better fuel economy than ATs
ranging from 5% to about 15% depending on driving
conditions and driving habits.
 The MTs couples the engine to the transmission
with a rigid clutch instead of the TC on an AT.

 On uphill roads cars with AT need to slow down to

avoid downshifts, whereas cars with MT and identical or
lower engine power are still able to maintain their
speed.
Manual transmissions Vs Automatic transmission
 MT can also be put into required gear ahead of
time, to make rapid acceleration, such as when
overtaking on the highway, more instantaneous.
 The driver has more direct control over the car with
a MT than with an AT.
 MT require a bit more concentration, especially in
heavy traffic situations on the other hand the AT simply
require the driver to speed up or slow down as needed.
 MT can cause fatigue, and is more difficult for weak
or injured people to drive. AT can be driven with only one
foot, people with one leg that is missing or impaired can
still drive, unlike the MT that requires the use of two feet
at once.
Manual transmissions Vs Automatic transmission
 Vehicles with MT are cheaper than AT

 MT don't need as much maintenance as AT and

when they do, the repair costs are much cheaper.

 MT boxes are lighter than AT.

How does VVT work?
The VVT varies the timing of opening and closing of valves for multiple engine speeds. At high speed, the Inlet valves open quite earlier so that more air-fuel
mixture or ‘charge’ enters the cylinders. This helps to increase engine’s breathing which also improves its ‘ volumetric efficiency ’ to a large extent.
In automotive, several methods of varying the valves' lift and timing have been employed. Toyota's VVT is a cam phasing system, which is one of the most
common in use. It uses a variator, which is hydraulically-controlled, to change the size of the inlet and exhaust valve openings, which also affects the duration of
those openings as well. In dual overhead camshaft engines, this allows the timing of each opening (inlet and exhaust) to be controlled through simple
manipulation of the size of the cam lobe being used against the valve lifters.
Adding the "intelligent" part to VVT, VVT-i improves the timing control further by not only varying the intake valve opening and closing height and duration
through the camshaft and lifters, but by further controlling the duration through change in the camshaft's rotation itself. On a duel overhead camshaft system
(DOHC), this allows control of the overlap time between intake and exhaust valve closing and opening.
The system works by using a variable-speed head for the camshaft. This head, or camshaft gear, is where the timing system (belt, scissor-gear, or chain) give the
rotational force to the camshaft itself. The gear head is a hollow structure in which oil pressure can be raised or lowered to allow a two-piece floating system to
speed up or slow down the head's rotation in relation to the actuator.
The Difference Between VVT And VVT-i Engines
•Variable Valve Timing or VVT is the timing for which the
valves open. The VVT system controls the duration for which
the intake and the exhaust valves open and the incline of the
lift. All this activity happens within the engine while it's
operating. The valve timings of a VVT engine vary according
to the engine speed and load. The valves only open as much
as the engine needs, based on the speed and the load. These
minor changes in the intake and exhaust valves make a
significant difference to engine performance, efficiency, and
power.
•VVT-i, where the I stands for intelligence, is an
implementation of VVT technology along with
microprocessors to control VVT functionality using actuators.
The adjustments in overlap time enabled by VVT-i are
responsible for many of its key benefits.
Advantages of VVT-i Engines
•VVT-i is one of its main advantages is how it improves vehicle’s
efficiency.
•It helps with slow emissions and combustion, which proves to be
economical.
•The VVT-i is designed in a way that’s highly reliable and easy to adapt
to pre-existing engine designs.
• VVT-i enhances the vehicle's performance greatly by increasing the
torque and the output as well.
Drawbacks of VVT-i Engines
•A higher upfront cost for maintenance.
•The technology is mainly dependent on oil pressure via the actuators.
If there is a malfunction in the system due to dirt particles or sludge,
the system will come to a standstill.
•The system is mainly dependent on just a couple of components, and
even a slight malfunction in those parts will lead to inconvenience and
defficulties.
CVVT
• The newer generation VVT design implements ‘Continuous Variable
Valve Timing’ or CVVT system. CVVT varies the valve timing continuously (or
infinitely) which is digitally controlled by the engine ECU. It optimizes the valve
timing for all engine speeds and conditions. Although there are different
mechanisms to achieve the variation, this is mainly accomplished by using a
‘variable-timing camshaft’ and solenoid valves.
• Apart from this, the CVVT uses the flexible hydraulic connection
between the camshaft and its sprocket. It is operated by engine oil pressure and a
solenoid-operated oil control valve which is controlled by the engine’s ECU. It
moves the camshaft ahead and advances the timing of the opening of the valves.
• The CVVT has the mechanism of rotating the rotor vane with hydraulic
force generated by the engine oil supplied
to the advance or retard chamber in
accordance with the CVVT oil control valve
control
CVVT
Working of VTEC
• While in a traditional engine, the camshaft that opens and closes the valves has
lobes which are all of the same sizes. In comparison, however, Honda’s VTEC
engine is equipped with camshafts that have different sized lobes: Two standard-
sized outer lobes and a larger centre lobe. At lower rpm, only the outer lobes are
controlling the valves. As the engine begins to spin more quickly, the centre lobe
takes over and the valves open sooner and close later, which results in a sudden
burst of speed and better performance, which some of us often refer to as the
“VTEC kicking In”.
• Thus, the VTEC is responsible for switching between fuel-saving operating mode
to performance operating mode. This is done by switching between a smaller lobe
profile at low engine speeds for better fuel consumption and leaner fuel burning,
and a larger lobe profile at higher speeds to achieve speeding up the valve which
allows for a further and longer valve opening time and hence the desired power.
This switch from the low profile cams too the high profile cams is done via a
locking pin which connects the two independent cam lobes at certain engine
speeds.
From VTEC to i-VTEC
• To continue evolving the VTEC technology for the needs of the customer,
Honda developed the i-VTEC system. The “i” represents the intelligent
VTEC system and is an innovation that is coupled with Honda’s latest four
cylinder petrol engines. The ‘intelligent’ combustion control technologies
give outstanding fuel economy, cleaner emissions and reduced weight
along with high output at all speed ranges. The design cleverly combines
the highly renowned VTEC system as explained above with the Variable
Timing Control Technology (VTC).
• With VTC blended, the i-VTEC can advance and retard the inlet valve
opening by altering the phasing of the inlet camshaft to best match the
engine load at any given moment. The two systems work in unison under
the close control of the engine management system which ultimately
delivers a better, more powerful, efficient and cleaner fuel consumption.
The i-VTEC technology as an innovation offers the highest level of flexibility
since it is able to fully maximize engine potential in any circumstance.
By using i-VTEC, the engines have advantages like:
Cleaner emissions
Outstanding fuel economy
Less weight with high output at all RPMs
Increased engine power at higher RPMs
Improved engine efficiency
What is VVL / VVEL / VVTL?
•The term VVL stands for ‘Variable Valve Lift’ while VVEL stands for
‘Variable Valve Event and Lift’. The term VVTL stands for ‘Variable
Valve Timing and Lift’ which is an advanced supporting system to
alter the ‘lift’ of the valves. Nowadays, the ‘VVL’ system is being
increasingly used in combination with ‘Variable Valve Timing’ (VVT)
systems to improve the performance.
•Additionally, this design also alters the lift (or travel) of the inlet
valves along with valve timing depending upon the engine’s speed.
Thus, it facilitates ‘low-lift‘ of inlet valves during idling or slow
speeds and ‘high-lift‘ at high speeds. Also, it provides precise control
of the valves while opening/closing. Additionally, to conform to
stricter emissions norms, manufacturers have developed many other
supportive systems. These are electro-mechanical or electro-
hydraulic valve-lifters and cam-less valves systems etc
VVL
Different manufacturers use custom
acronyms for their VVT systems which are
as follows:
Different manufacturers use custom
acronyms for their VVT systems which are
as follows:
How Does a CVT work?
• While a traditional transmission uses a wide variety of intricate
parts to shift between a range of preset gears, most CVT
systems work through a pulley system. In short, this system
consists of cones at each pulley connected via a chain belt. The
cones can move to increase or decrease the belt diameter to
change gear ratios, allow for quick shifting into the needed
ratio for increased power, and boost fuel economy.
• One pulley in the CVT is connected to the engine and the other
directs power to the wheels. The width of these pulleys
changes based on the needed power; as one gets larger, the
other gets smaller. This allows a CVT to deliver strong and
seamless acceleration
The main components that make up an automatic transmission
include:
Planetary Gear Sets which are the mechanical systems that
provide the various forward gear ratios as well as reverse.
The Hydraulic System which uses a special transmission fluid
sent under pressure by an Oil Pump through the Valve Body to
control the Clutches and the Bands in order to control the
planetary gear sets.
Seals and Gaskets are used to keep the oil where it is supposed
to be and prevent it from leaking out.
The Torque Converter which acts like a clutch to allow the
vehicle to come to a stop in gear while the engine is still running.
The Governor and the Modulator or Throttle Cable that
monitor speed and throttle position in order to determine when to
shift.
On newer vehicles, shift points are controlled by Computer
which directs electrical solenoids to shift oil flow to the
appropriate component at the right instant.