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Power Transmission, Brakes and Cooling Systems
Published in Iqbal Husain, Electric and Hybrid Vehicles, 2021
The three primary types of transmission are: manual, automatic and continuously variable transmissions (CVTs). With the manual transmission, the driver shifts the gears manually in relation to the vehicle speed using the clutch pedal for engagement and disengagement. The driver skill plays a big role with manual transmissions for maximizing the performance of the vehicle. In automatic transmissions, the gear shifting is accomplished through the vehicle controllers without any intervention of the driver. These transmissions also allow the engine to idle when the vehicle is stopped. The CVT also does not require any driver intervention, but provides an infinite number of gear ratios rather than a fixed set. A general overview of the three transmissions is given in the following.
Semi-automatic and automatic transmissions
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
Unlike a semi-automatic transmission system, a fully automatic one completely relieves the driver of the duty of changing gear, while still allowing the driver to override its normal operation if thought desirable. An automatic transmission has therefore been defined by the Society of Automotive Engineers in America as ‘a transmission in which ratio changes are effected automatically without manual assist’. The individual roles played by the fluid coupling, torque converter and epicyclic gear train in the development of automatic transmissions have earlier been related in Sections 15.1, 15.3, 16.1 and 16.2. However, it was not until the late 1930s, when a brilliant team of General Motors transmission engineers led by Earl Thompson (who, it may be recalled from Section 14.3, pioneered the synchromesh gear change) added a sophisticated hydraulic control system to the operation of an epicyclic gear train, that the fully automatic transmission became a practical reality.
A Fuzzy-Based Slip Resistive Controller for Front Wheel Drive Autonomous Electric Vehicle
Published in Electric Power Components and Systems, 2023
Sandeep Dwarkanath Pande, Abhishek Gudipalli, Rahul Joshi, Smita Chaudhari, Dharmesh Dhabliya, S. K. Hasane Ahammad, Sunil D. Kale
This approach is implemented by taking into account the front wheel drive (FWD) category of vehicles. In FWD, drivetrain configuration, the engine’s power is primarily transmitted to the front wheels for propulsion and front wheels are responsible for both steering and power delivery. This setup is commonly used in passenger cars, compact cars, sedans, hatchbacks, and some sport utility vehicles and crossovers. The general design of a FWD vehicle is shown in Figure 3. If the specifications and condition of the transmission are known, the wheel torque as a function of engine torque can be estimated for FWD. The wheel torque is generated on the assumption that there is no error in the torque converter. In case of FWD, the torque comes from the engine. Torque converter connects the gearbox to the engine in the automatic transmissions. If there is absolutely no slip in the torque converter, the torque converter torque Tc [Nm] and the engine torque Te [Nm] are equal.
Thermal effect on cavitation characteristics of a hydraulic torque converter
Published in Numerical Heat Transfer, Part A: Applications, 2022
Meng Guo, Cheng Liu, Jiahua Zhang, Shiqi Liu, Qingdong Yan, Boo Cheong Khoo
Hydraulic torque converter is a closed-loop fluid machinery which transfers power by the conversion between fluid kinetic energy and mechanical energy, and it serves as a core component of automatic transmission and hydraulic transmission since it is able to provide continuously variable transmission, self-adaption to load, and absorption of vibration from the engine [1]. Therefore, it is widely used in the transmission systems of passenger cars, off-road vehicles, construction machinery, and marine vehicles, etc. Hydraulic torque converter is mainly composed of three impellers – the pump, the turbine and the stator. The working fluid absorbs energy from the pump which is connected to the engine, and makes impact on the turbine which in turn drives the load, and then flows back to the pump via stator. Each impeller contains a series of twisted blades with different shapes and numbers, as shown in Figure 1.
An integrated chance-constrained stochastic model for efficient and sustainable supplier selection and order allocation
Published in International Journal of Production Research, 2018
Hadi Moheb-Alizadeh, Robert Handfield
The required items are in fact the forged parts of two shafts called primary shaft (PS) and secondary shaft (SS), i.e. v = 2. Due to the complex chemical combinations and high-tech manufacturing processes required for these items, the company succeeded in identifying only six potential domestic suppliers across the country, each of which has two price levels for each shaft, i.e. m = 6 and Li = 2 for . This manufacturing company produces three types of transmission systems; automatic transmission (AT), manual transmission (MT) and continuous variable transmission (CVT). In the manufacturing process, one primary shaft and one secondary shaft are assembled together in each type of transmission systems. All parameter values are presented in the file uploaded into Scribd (https://www.scribd.com/document/347776772/Empirical-Study-Data). These data are derived from historical records, which are mainly available in production planning and control department, purchasing department and quality control department of this manufacturing company.