TECHNICAL REPORT

OF

STUDENTS’ WORK EXPERIENCE PROGRAMME (SWEP 1)

Submitted By

ISHAQ ABDULRAHAMON AKAANI

Matric No.: 19/0523

Department of Mechanical Engineering,

Faculty of Engineering,

Adeleke University

Carried Out at

Abdullah Aduagba Gear Repair and Service

JUNE, 2021

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 CERTIFICATION

This is to document that this report of Eight-weeks Students’ Work Experience Programme (SWEP1)

was carried out by ISHAQ ABDULR4AHAMON AKANNI (19/0523) in the Department of

Mechanical Engineering, Faculty of Engineering, Adeleke University, Ede, Osun State, Nigeria.

……………………………………………………. ………………………

Name Signature and Date

Departmental SWEP Coordinator

…………………………………………………… ………………………….

Name Signature and Date

Faculty SWEP Coordinator

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 ACKNOWLEDGEMENT
My deepest appreciation and gratitude go to Almighty God for his mercy, grace, guidance and

protection given throughout my Student Work Experience Programme (SWEP).

I will like to thank the STUDENT WORK EXPERIENCE FUND for their foresight in putting

the program to place and also to the faculty of engineering also to mechanical engineering

department, Adeleke University, for providing the platform on which was engage in the training.

My innermost appreciation goes to my parents, Mr. and Mrs. ISHAQ also to my brothers and

sisters, and to the rest of my family members and friends most especially AKINDEERE IBRAHEEM

ADEBAYO for their wonderful contribution to the success of my SWEP program. You are the best

of the best and I say a very big thanks to you all. I wont also forget to mention my best friend,

OYEBAMIJI RIDWANULLAH for his support and prayers which encompasses me during my

program.

I also give a big thanks to one and only supporter whose generosity is unlimited he is an

adorably person CHAIRMAN ALHAJI KAZEEM AKINLEYE I really appreciate your strife from

the beginning to the end may almighty God reward you and also adore you with abundant blessing.

I am grateful to ABDULLAHI ADUA’GBA Auto’s gear repair and Service for providing

solution to numerous problems.

Also, my big thanks go to ENGR BALLO KAMALUDEEN for his guidance and support.

I say thank you all may almighty God bless you all. I’m extremely grateful.

I can’t but say a very big thanks to everyone who has in one way or the other contributed to the

success of my SWEP program at large. I salute you. Thanks, and God bless you all.

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 ABSTRACT
The modern automatic transmission is by far, the most complicated mechanical component in

today's automobile. Automatic transmissions contain mechanical systems, hydraulic systems,

electrical systems and computer controls, all working together in perfect harmony which goes

virtually unnoticed until there is a problem. This article will help you understand the basic of the

transmission.

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 TABLES OF CONTENTS
CERTIFICATION ii
ACKNOWLEDGEMENT iii
ABSTRACT iv
TABLES OF CONTENTS v
LIST OF PLATES vii
CHAPTER ONE 1
ADELEKE UNIVERSITY 1
1.2 INTRODUCTION TO STUDENT WORK EXPERIENCE PROGRAMME 1
1.2.1 AIM AND OBJECTIVBE OF SWEP 2
1.3 ABDULLAHI ADUA’GBA AUTOS FARM 3
CHAPTER TWO 4
2.1 Introduction 4
2.1.1 Drive Mode 4
2.1.2 Reverse Mode 4
2.1.3 Parking Mode 5
2.1.4 Neutral Mode 5
2.1.5 Speed Mode 5
2.2 Transmission (Gear) 5
2.2.1 What is a transmission system? 7
2.3 Transmission Components 9
2.3.1 Planetary Gear Set 10
2.3.2 Clutch Pack 14
2.3.3 One-Way Clutch 15
2.3.4 Bands 15

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 2.3.5 Torque Converter 16
2.3.5.1 Impeller or Pump 19
2.3.5.2 Turbine Runner 19
2.3.5.3 The Stator: 20
2.3.5.4 Transmission Fluid 20
2.3.5.5 Functions of Torque Converter 20
2.3.6 Hydraulic System 21
2.3.7 Oil Pump 21
2.3.8 Valves Body 22
2.3.8.1 What Are Valves? 22
2.3.8.2 Functions from Valves Are: 23
2.3.8.3 Hydraulic Valve Body 23
2.3.8.4 Transmission solenoids 24
2.3.9 Computer Controls 25
2.3.10 Seals and Gaskets 26
2.4 Fixing problem 27
CHAPTER THREE 33
3.1 Conclusion. 33
3.2 Recommendation. 33
References 35

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 LIST OF PLATES
PLATES PAGES
Plate 2.1: Automatic Transmission [Gear] 7

Plate 2.2: Rear Wheel Drive 8

Plate 2.3: Front Wheel Drive 8

Plate 2.4: Planetary Gear Set 11

Plate 2.5: Compound Planetary Gear Set 11

Plate 2.6: Planetary Gear Set Side View 12

Plate 2.7: Clutch Pack 14

Plate 2.8: Band 16

Plate 2.9: Torque Converter 17

Plate 2.10: Torque Converter with Labelling 17

Plate 2.11: Oil Pump 22

Plate 2.12: Valve Body 23

Plate 2.13: Transmission Solenoid (Sensors) 25

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 CHAPTER ONE

ADELEKE UNIVERSITY

Adeleke University is a private faith-based learning institution located in a serene and nature friendly

atmosphere of 520 acres of land in the historic town of Ede, Osun State, South-Western part of

Nigeria. The University was founded in 2011 by Dr. Adedeji Adeleke, through the Springtime

Development Foundation (SDF), a philanthropic, non- profit-making organisation established to

assist indigent students to benefit from quality higher education. Adeleke university is a home away

from home where parents and teachers combine efforts to bequest to students the pursuit for utmost

truth, transmission of knowledge, dedication to service to God and humanity in general.

1.2 INTRODUCTION TO STUDENT WORK EXPERIENCE PROGRAMME

In the earlier stage of science and technology education in Nigeria, students were graduating from

their respective institutions without any technical knowledge or working experience. It was in view of

this that student undergoing science and technology related courses were mandated, for students in

different institution in view of widening their horizons so as to enable them have the technical

knowledge and working experience before graduating from their various institutions. The aim of this

program is to expose student to practical aspects of their various fields of discipline and the industrial

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 work situation they are likely to encounter in pursuit of their careers during this period. Students

come across new equipment different from the ones they are familiar with, they also get accustom

with new techniques of handling the equipment which enable them to apply the various theoretical

class works to the practical aspect of the job in order to enhance the understand of their discipline.

Student Work Experience programme (SWEP) is a programme put in place to introduce student most

especially engineering student to real life work experience in their field of study.

It involves practices and acquisition of skills in general engineering through instruction in operation

of hand and power tools for wood cutting, metal cutting and fabrication. It enables them to have a

hand on experience in safe usage of tools and machine for selected task. It also introduces students to

general practice on automobile repair, survey, civil, electrical and other related engineering practice.

1.2.1 AIM AND OBJECTIVBE OF SWEP

 To make the labour force more vibrant and simultaneously making the economic sector more

buoyant.

 To prepare students to be accustomed to work and other administrative assignments, and also, to

cultivate the spirit of punctuality when employed in the future.

 To assess the interest of the student and the suitability for the occupation he/she has chosen.

 To provide students with an opportunity to apply his/her knowledge in real work situation thereby

bridging the gap between academic work and actual set up.

 To expose the student to work methods not taught in the institution and to provide access to

production equipment.

 To ease transition from school to the work environment and make work easier and also to enhance

students contact for later job placement.

 To enlist and strengthen employer involvement in institutional activities and in the entire educational

process of preparing the student for employment in the industry.

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 To provide the students with an opportunity to apply his/her theoretical knowledge in normal work

situation thereby bridging the gap between class-work and actual practice.

 To make the transition from school to the labour market easier for the student.

 To enhance the assessment to students‟ interest and suitability in their various courses of study

 To strengthen employer’s involvement in institutional activities and in the entire education process of

preparing the students for industrial employment.

 To enlighten students on the pit falls to avoid in the business world as well as to maximize profit in

their various industrial and commercial settings.

1.3 ABDULLAHI ADUA’GBA AUTOS FARM

Abdullahi Adua’gba autos farm is an automobile workshop repairing and servicing of gear only,

located at 28 Obbo road off unite way Ilorin, kwara state.

He established his workshop and practicing of gear repair since 2003, while started with Benz car

though he can do all kind of mechanic practice when it’s not beyond automobile cars if not because

of some challenges and family problem that made him specialised on gear only. Due to his experience

and how solving gears problem amazingly he was then called ‘’Baba Benz ‘’ by his customer because

it was Benz car used to do initially.

Abdullahi Adua’gba automobile workshop was one of the best autos’ farms in his region that

permanently based on gear repair and services, he is not an engineer but a technician or craft man

whose workshop is located at a very conducive environment in Ilorin kwara state

Also, Abdullahi Adua’gba is a decent and amusing man very friendly to all his apprentices with the

little time we spent there he was able to explain and find solution to whatever the question may be.

Moreover, I say a big thanks to him for dwelling with us with a delightful character.

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 CHAPTER TWO
2.1 Introduction
An automatic transmission system (ATS) is a transmission system in which selection of appropriate

gear ratio need by the vehicle is an automatic process operated by the accelerator and brake pedal.

The lay shaft, main shaft and clutch shaft with parallel gear train arrangement is replaced with an

epicyclic or sun and planetary gear train arrangement and also the manual clutch from manual power

train is replaced with hydro-coupled clutch or torque converter which in turn removes the clutch

pedal from the vehicle.

The automatic transmission usually comes with p-parking, n-neutral, r-reverse, d-drive, s-speed,

mode, each mode is having infinite torque and speed ratios required by vehicle.

2.1.1 Drive Mode

It is the forward drive mode which consists the different gear ratios from high torque to medium

speed, when this mode is selected and if the vehicle is in its steady state, then by sensing the

accelerator pedal by hydraulic system or electronic control unit the input is sent to epicyclic gearbox

(also known as planetary gear set which I will explain in details) which in turn locks the annular gear

with the help of bands and high torque or first gear ratios are obtained.

When the vehicle starts moving and attaining the accelerator pedal input from the hydraulic system or

electronic control device is again sent to the epicyclic gearbox which in turn activates the bands

which in turn locks the sun gear and medium speed or second gear ratios are obtained.

2.1.2 Reverse Mode

When reverse mode is selected the accelerator pedal input is sent to the epicyclic gearbox by

hydraulic system which in turn activates the bands and the bands locks the planet gear carrier, which

reverses the direction of the output shaft which in turn reverse the direction of the vehicle.

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2.1.3 Parking Mode
When this mode is selected the latch, mechanism locks the drive wheel which in turn prevents the

vehicle from moving.

2.1.4 Neutral Mode

When neutral mode is selected the turbine shaft or transmission input shaft is disconnected from the

engine output or impeller shaft and the neutral gear is achieved.

2.1.5 Speed Mode

When speed mode is selected the high speed, ratio is obtained by sensing accelerator pedal input and

sending them to epicyclic gear train which in turn locks the appropriate sun gear and high-speed gear

is obtained.

This mode is not common in all the automatic vehicles.

2.2 Transmission (Gear)

A gear also known as "gear wheel" is a rotating machine part having cut teeth, or cogs, which mesh

with another toothed part in order to transmit torque. Two or more gears working in tandem are called

a transmission and can produce a mechanical advantage through a gear ratio and thus may be

considered a simple machine. Geared devices can change the speed, magnitude, and direction of a

power source. The most common situation is for a gear to mesh with another gear however, a gear

can also mesh a non-rotating toothed part, called a rack, thereby producing translation instead of

rotation.

The gears in a transmission are analogous to the wheels in a pulley. An advantage of gears is that the

teeth of a gear prevent slipping. When two gears of unequal number of teeth are combined a

mechanical advantage is produced, with both the rotational speeds and the torques of the two gears

differing in a simple relationship. There are tiny gears for devices like wrist watches. Gears form vital

elements of mechanisms in many machines such as vehicles, metal tooling machine tools, rolling

mills, hoisting and transmitting machinery, marine engines, and the like. Toothed gears are used to
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change the speed, power, and direction between an input and output shaft. Friction Wheels:

Kinematically, the motion and power transmitted by gears is equivalent to that transmitted by friction

wheels or discs in contact with sufficient friction between them. In order to understand motion

transmitted by two toothed wheels, let us consider the two discs placed together.

When one of the discs is rotated, the other disc will be rotate as long as the tangential force exerted by

the driving disc does not exceed the maximum frictional resistance between the two discs. But when

the tangential force exceeds the frictional resistance, slipping will take place between the two discs.

Thus, the friction drive is not positive a drive, beyond certain limit.

 Gears are machine elements that transmit motion by means of successively engaging teeth. The gear

teeth act like small levers. Gears are highly efficient (nearly 95%) due to primarily rolling contact

between the teeth, thus the motion transmitted is considered as positive.

 Gears essentially allow positive engagement between teeth so high forces can be transmitted while

still undergoing essentially rolling contact. Gears do not depend on friction and do best when friction

is minimized.

 Gears are used to change speed in rotational movement of any vehicles and machine.

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Plate 2.1
Automatic Transmission
 2.2.1 What is a transmission system?
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 (Revolutions Per

Minute) 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 first

gear, the engine turns much faster in relation to the drive wheels, while in high gear the engine is

loafing even though the car may be going in excess of 70 MPH (miles per hours). 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. Finally, there is the Park position. In this position, a latch mechanism (not unlike a

deadbolt lock on a door) is inserted into a slot in the output shaft to lock the drive wheels and keep

them from turning, thereby preventing the vehicle from rolling.

There are two basic types of automatic transmissions based on whether the vehicle is rear wheel drive

or front wheel drive.

Plate 2.2 plate 2.3

Rear Wheel Drive Front Wheel Drive

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On a rear-wheel-drive car, Power flow on a rear-wheel-drive automobile the transmission is usually

mounted to the back of the engine and is located under the hump in the centre of the floorboard

alongside the gas pedal position. A drive shaft connects the rear of the transmission to the final drive

which is located in the rear axle and is used to send power to the rear wheels. Power flow on this

system is simple and straight forward going from the engine, through the torque converter, then

through the transmission and drive shaft until it reaches the final drive where it is split and sent to the

two rear wheels.

On a front wheel drive car, Power flow on a front wheel drive automobile the transmission is usually

combined with the final drive to form what is called a transaxle. The engine on a front wheel drive

car is usually mounted sideways in the car with the transaxle tucked under it on the side of the engine

facing the rear of the car. Front axles are connected directly to the transaxle and provide power to the

front wheels. In this example, power flows from the engine, through the torque converter to a large

chain that sends the power through a 180 degree turn to the transmission that is alongside the engine.

From there, the power is routed through the transmission to the final drive where it is split and sent to

the two front wheels through the drive axles.

There are a number of other arrangements including front drive vehicles where the engine is mounted

front to back instead of sideways and there are other systems that drive all four wheels but the two

systems described here are by far the most popular. A much less popular rear drive arrangement has

the transmission mounted directly to the final drive at the rear and is connected by a drive shaft to the

torque converter which is still mounted on the engine. This system is found on the new Corvette and

is used in order to balance the weight evenly between the front and rear wheels for improved

performance and handling. Another rear drive system mounts everything, the engine, transmission

and final drive in the rear. This rear engine arrangement is popular on the Porsche.

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2.3 Transmission Components
The modern automatic transmission consists of many components and systems that are designed to

work together in a symphony of clever mechanical, hydraulic and electrical technology that has

evolved over the years into what many mechanically inclined individuals consider to be an art form.

We try to use simple, generic explanations where possible to describe these systems but, due to the

complexity of some of these components, you may have to use some mental gymnastics to visualize

their operation.

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.

2.3.1 Planetary Gear Set

Planetary gear set are compact gear units that receive input drive torque and provide the

required output ratios for all forward gears and reverse gear.

How does your automatic transmission change gears? It does it by means of a planetary gear set.

Planetary gear system Automatic transmissions contain many gears in various combinations. In

a manual transmission, gears slide along shafts as you move the shift lever from one position to

another, engaging various sized gears as required in order to provide the correct gear ratio. In an

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 automatic transmission, however, the gears are never physically moved and are always engaged to the

same gears. This is accomplished through the use of planetary gear sets.

The automatic system for current automobiles uses a planetary gear set instead of the traditional

manual transmission gear set. The planetary gear set contains four parts: sun gear, planet gears, planet

carrier, and ring gear (see plate 3.) Based on this planetary set design, sun gear, planet carrier, and

ring gear spin centrifugally. By locking one of them, the planetary set can generate three different

gear ratios, including one reverse gear, without engaging and disengaging the gear set.

Normally an automatic transmission system has two planetary gear sets with different sizes of sun

gears with their planet gears inter-meshed (see plate 4.) Only one planet carrier is used to connect

both sets of planet gears. This is called a compound planetary gear set. This design can generate four

different gear ratios and one reverse gear.

The planetary gear set consists of four main components as shown below (see plate 2.4 and plate 2.5)

1. Internal Ring Gear

2. Planet Gear (pinions)

3. Sun Gear

4. Planet Gear Carrier

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Plate 2.4 Plate 2.5
Planetary gear set Compound planetary gear set
The basic planetary gear set consists of a sun gear, a ring gear and two or more planet gears, all

remaining in constant mesh. The planet gears are connected to each other through a common carrier

which allows the gears to spin on shafts called “pinions” which are attached to the carrier.

One example of a way that this system can be used is by connecting the ring gear to the input shaft

coming from the engine, connecting the planet carrier to the output shaft, and locking the sun gear so

that it can’t move. In this scenario, when we turn the ring gear, the planets will “walk” along the sun

gear (which is held stationary) causing the planet carrier to turn the output shaft in the same direction

as the input shaft but at a slower speed causing gear reduction (similar to a car in first gear).

Plate 2.6
planetary gear set Side view

If we unlock the sun gear and lock any two elements together, this will cause all three elements to

turn at the same speed so that the output shaft will turn at the same rate of speed as the input shaft.

This is like a car that is in third or high gear. Another way that we can use a Planetary gear set is by

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locking the planet carrier from moving, then applying power to the ring gear which will cause the sun

gear to turn in the opposite direction giving us reverse gear.

The illustration above shows how the simple system described would look in an actual transmission.

The input shaft is connected to the ring gear. The Output shaft is connected to the planet carrier which

is also connected to a “multi-disk” clutch pack. The sun gear is connected to a drum which is also

connected to the other half of the clutch pack. Surrounding the outside of the drum is a band that can

be tightened around the drum when required to prevent the drum with the attached sun gear from

turning.

The clutch pack is used, in this instance, to lock the planet carrier with the sun gear forcing both to

turn at the same speed. If both the clutch pack and the band were released, the system would be in

neutral. Turning the input shaft would turn the planet gears against the sun gear, but since nothing is

holding the sun gear, it will just spin free and have no effect on the output shaft. To place the unit in

first gear, the band is applied to hold the sun gear from moving. To shift from first to high gear, the

band is released and the clutch is applied causing the output shaft to turn at the same speed as the

input shaft.

Many more combinations are possible using two or more planetary sets connected in various ways to

provide the different forward speeds and reverse that are found in modern automatic transmissions.

Some of the clever gear arrangements found in four and now, five, six and even seven and eight-

speed automatics are complex enough to make a technically astute lay person’s head spin trying to

understand the flow of power through the transmission as it shifts from first gear through top gear

while the vehicle accelerates to highway speed. On modern vehicles (mid ’80s to the present), the

vehicle’s computer monitors and controls these shifts so that they are almost imperceptible

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Various ratios are obtained by driving or holding different components in the planetary gear set.

Today's modern transmissions use a combination of multiple planetary gear sets referred to as a

compound planetary gear set.

2.3.2 Clutch Pack

A clutch pack consists of alternating disks and clutch plate (see plate 2.7) that fit inside a clutch

drum. Half of the disks are steel and have splines that fit into groves on the inside of the drum. The

other half have a friction material bonded to their surface and have splines on the inside edge that fit

groves on the outer surface of the adjoining hub. There is a piston inside the drum that is activated by

oil pressure at the appropriate time to squeeze the clutch pack together so that the two components

become locked and turn as one.

Most of the time layman think of a clutch in the context of a manual transmission. An automatic

transmission does have a clutch system, but usually only a mechanic or technician or engineer would

refer to it as such. Your automatic transmission performs the same function as a manual transmission

it just has a little different.

Plate 2.7
Clutch Pack

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2.3.3 One-Way Clutch
A one-way clutch (also known as a “sprag clutch’’) is a device that will allow a component such as

ring gear to turn freely in one direction but not in the other. This effect is just like that of a bicycle,

where the pedals will turn the wheel when pedalling forward, but will spin free when pedalling

backward.

A common place where a one-way clutch is used is in first gear when the shifter is in the drive

position. When you begin to accelerate from a stop, the transmission starts out in first gear. But have

you ever noticed what happens if you release the gas while it is still in first gear? The vehicle

continues to coast as if you were in neutral. Now, shift into Low gear instead of Drive. When you let

go of the gas in this case, you will feel the engine slow you down just like a standard shift car. The

reason for this is that in Drive, a one-way clutch is used whereas in Low, a clutch pack or a band is

used.

2.3.4 Bands
A band is a steel strap with friction material bonded to the inside surface. One end of the band is

anchored against the transmission case while the other end is connected to a servo. At the appropriate

time hydraulic oil is sent to the servo under pressure to tighten the band around the drum to stop the

drum from turning. This band is not made for all automatic transmission there some automobile cars

that don’t have this band.

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2.3.5 Torque Converter
On automatic transmissions, the torque converter takes the place of the clutch found on standard shift

vehicles. It is there to allow the engine to continue running when the vehicle comes to a stop. The

principle behind a torque converter is like taking a fan that is plugged into the wall and blowing air

into another fan which is unplugged. If you grab the blade on the unplugged fan, you are able to hold

it from turning but as soon as you let go, it will begin to speed up until it comes close to the speed of

the powered fan. The difference with a torque converter is that instead of using air, it uses oil or

transmission fluid, to be more precise.

Plate 2.9
Torque Converter
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A torque converter is a large doughnut shaped device (10″ to 15″ in diameter) that is mounted

between the engine and the transmission. It consists of three internal elements that work together to

transmit power to the transmission. The three elements of the torque converter are the Pump, the

Typical torque converter Turbine, and the Stator. The pump is mounted directly to the converter

housing which in turn is bolted directly to the engine’s crankshaft and turns at engine speed. The

turbine is inside the housing and is connected directly to the input shaft of the transmission providing

power to move the vehicle. The stator is mounted to Torque converter internal diagram one-way

clutch so that it can spin freely in one direction but not in the other. Each of the three elements have

fins mounted in them to precisely direct the flow of oil through the converter

With the engine running, transmission fluid is pulled into the pump section and is pushed outward by

centrifugal force until it reaches the turbine section which starts it turning. The fluid continues in a

circular motion back towards the centre of the turbine where it enters the stator. If the turbine is

moving considerably slower than the pump, the fluid will make contact with the front of the stator

fins which push the stator into the one-way clutch and prevent it from turning. With the stator

stopped, the fluid is directed by the stator fins to re-enter the pump at a “helping” angle providing a

torque increase. As the speed of the turbine catches up with the pump, the fluid starts hitting the stator

blades on the back-side causing the stator to turn in the same direction as the pump and turbine. As

the speed increases, all three elements begin to turn at approximately the same speed.

Since the ’80s, in order to improve fuel economy, torque converters have been equipped with a

lockup clutch which locks the turbine to the pump as the vehicle speed reaches approximately 45 – 50

MPH. This lockup is controlled by computer and usually won’t engage unless the transmission is in

3rd or 4th gear.

23
There are four components of a torque converter while some people say they are three because they

don’t include ATF (automatic transmission fluid) and ATF itself is a component there is no way all

the other components work without the transmission fluid.

2.3.5.1 Impeller or Pump

The impeller is connected to the housing and the housing connected to the engine shaft. It has curved

and angled vanes. It rotates with the engine speed and consists of automatic transmission fluid. When

it rotates with the engine, the centrifugal force makes the fluid move outward. The blades of the

impeller are designed in such a way that it directs the fluid towards the turbine blades. It acts as a

centrifugal pump which sucks the fluid from the automatic transmission and delivers it to the turbine.

2.3.5.2 Turbine Runner

The turbine is connected to the input shaft of the automatic transmission. It is present on the engine

side. It also consists of curved and angled blades. The blades of the turbine are designed in such a

way that it can change the direction of the fluid completely that strikes on its blades. It is the change

in the direction of the fluid that forces the blades to move in the direction of the impeller. As the

turbine rotates the input shaft of the transmission also rotates and made the vehicle to move. The

turbine is also having a lock-up clutch at its back. The lock-up clutch comes into play when the

torque converter achieves coupling point. the lockup eliminates the loses and improves the efficiency

of the converter.

2.3.5.3 The Stator:

The stator is located in between the impeller and turbine. The main function of the stator is to give

direction to the returning fluid from the turbine so that the fluid enters the impeller in the direction of

its rotation. As the fluid enters in the direction of the impeller, it multiplies the torque. So, stator helps

24
in the torque multiplication by changing the direction of the fluid and allows it to enter in the

direction of the impeller rotation. The stator changes the direction of fluid almost up to 90 degrees.

The stator is mounted with a one-way clutch that allows rotating it in one direction and preventing its

rotation in other direction. The turbine is connected to the transmission system of the vehicle. And the

stator is placed in between the impeller and turbine.

2.3.5.4 Transmission Fluid

The fluid that flows throughout the torque converter is known as the transmission fluid. This fluid

lubricates the different components of a torque converter for optimal performance. During industrial

torque converter repair, you should make sure the level of your machine’s transmission fluid isn’t

running low. Should you experience any slips while running your transmission, that may indicate that

your transmission fluid needs to be changed.

2.3.5.5 Functions of Torque Converter

Its main functions are:

1. It transfers the power from the engine to the transmission input shaft.

2. It drives the front pump of the transmission.

3. It isolates the engine from the load when the vehicle is stationary.

4. It multiplies the torque of the engine and transmits it to the transmission. It almost doubles the

output torque.

2.3.6 Hydraulic System

The Hydraulic system is a complex maze of passages and tubes that sends transmission fluid under

pressure to all parts of the transmission and torque converter. The newer systems are much more

complex and are combined with computerized electrical components. Transmission fluid serves a

number of purposes including: shift control, general lubrication and transmission cooling. Unlike the

25
engine, which uses oil primarily for lubrication, every aspect of a transmission’s functions is

dependent on a constant supply of fluid under pressure. This is not unlike the human circulatory

system (the fluid is even red) where even a few minutes of operation when there is a lack of pressure

can be harmful or even fatal to the life of the transmission. In order to keep the transmission at

normal operating temperature, a portion of the fluid is sent through one of two steel tubes to a special

chamber that is submerged in anti-freeze in the radiator. Fluid passing through this chamber is cooled

and then returned to the transmission through the other steel tube. A typical transmission has an

average of ten quarts of fluid between the transmission, torque converter, and cooler tank. In fact,

most of the components of a transmission are constantly submerged in fluid including the clutch

packs and bands. The friction surfaces on these parts are designed to operate properly only when they

are submerged in oil.

2.3.7 Oil Pump

The transmission oil pump (not to be confused with the pump element inside the torque converter) is

responsible for producing all the oil pressure that is required in the transmission. The oil pump is

mounted to the front of the transmission case and is directly connected to a flange on the torque

converter housing. Since the torque converter housing is directly connected to the engine crankshaft,

the pump will produce pressure whenever the engine is running as long as there is a sufficient amount

of transmission fluid available. The oil enters the pump through a filter that is located at the bottom of

the transmission oil pan and travels up a pickup tube directly to the oil pump. The oil is then sent,

under pressure to the pressure regulator, the valve body and the rest of the components, as required.

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 Plate 2.11
Oil Pump
2.3.8 Valves Body
2.3.8.1 What Are Valves?
Valves are mechanical devices that controls the flow and pressure within a system or process. They

are essential components of a piping system that conveys liquids, gases, vapors, slurries etc.

There are different types of valves available: gate, globe, plug, ball, butterfly, check, diaphragm,

pinch, pressure relief, control valves but the one I am talking about is hydraulic valve body of

automatic vehicles. Each of these types has a number of models, each with different features and

functional capabilities. Some valves are self-operated while others manually or with an actuator or

pneumatic or hydraulic is operated.

2.3.8.2 Functions from Valves Are:

 Stopping and starting flow

 Reduce or increase a flow

 Controlling the direction of flow

 Regulating a flow or process pressure

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 Relieve a pipe system of a certain pressure

2.3.8.3 Hydraulic Valve Body

The valve body is the control centre of the automatic transmission. It contains a maze of channels and

passages that direct hydraulic fluid to the numerous valves which then activate the appropriate clutch

pack or band servo to smoothly shift to the appropriate gear for each driving situation. Each of the

many valves in the valve body has a specific purpose and is named for that function. For example, the

2-3 shift valve activates the 2nd gear to 3rd gear up-shift or the 3-2 shift timing valve which

determines when a downshift should occur (see plate2.12)

Plate 2.12
Valve body

The most important valve is the one that have direct control over is the manual valve. The manual

valve is directly connected to the gear shift handle and covers and uncovers various passages

depending on what position the gear shift is placed in. When you place the gear shift in Drive, for

instance, the manual valve directs fluid to the clutch pack(s) that activates 1st gear. it also sets up to

monitor vehicle speed and throttle position so that it can determine the optimal time and the force for

the 1 – 2 shifts. On computer-controlled transmissions, you will also have electrical solenoids that are

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mounted in the valve body to direct fluid to the appropriate clutch packs or bands under computer

control to more precisely control shift points.

This combination of pressure, heat, water intrusion and abrasion have a negative impact on the valve

body over time. The valves will wear down, the channels can be abraded and become oversized, and

the whole valve body unit can become warped. Signs of a bad valve body can be fluid leaks, slipping

during gear changes, or even failure to go into gear.

2.3.8.4 Transmission solenoids

A solenoid is basically an electro-hydraulic switch that controls the valves in the valve body. 

Information from a vehicle’s computer opens and closes these switches in order to control the flow of

transmission fluid and therefore the function of the transmission.  Solenoids control torque converter

lockup, internal transmission pressure, and shifting.  As modern transmissions have become more

complex, especially with electronic complexity, the number of solenoids has gone up as well.  Older

4 speed transmissions may have only 2 or 3 solenoids, while some new 8 and 10 speed transmissions

may have 13 or more! 

Additionally, solenoids themselves have become more sophisticated. Older designs are simply binary

in that they are either “on” or “off” – it’s a switch. Newer designs are often “pulse width modulated”

or “variable force” solenoids. These allow the computer to adjust timing and volume of the valve

opening and closing to maximize fuel efficiency and performance. Depending on manufacturer and

design, these solenoids can be inside of the transmission or mounted on the outside of the housing.

All in all, transmissions have become less and less dependent on mechanical and hydraulic systems

and more dependent on computers and electronic controls.

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 Plate 2.13
Solenoid (Sensor)

2.3.9 Computer Controls

The computer uses sensors on the engine and transmission to detect such things as throttle position,

vehicle speed, engine speed, engine load, brake pedal position, etc. to control exact shift points as

well as how soft or firm the shift should be. Once the computer receives this information, it then

sends signals to a solenoid pack inside the transmission. The solenoid pack contains several

electrically controlled solenoids that redirect the fluid to the appropriate clutch pack or servo in order

to control shifting. Computerized transmissions even learn your driving style and constantly adapt to

it so that every shift is timed precisely when you would need it.

Because of computer controls, sports models are coming out with the ability to take manual control of

the transmission as though it were a stick shift, allowing the driver to select gears manually. This is

accomplished on some cars by passing the shift lever through a special gate, then tapping it in one

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direction or the other in order to up-shift or down-shift at will. The computer monitors this activity to

make sure that the driver does not select a gear that could over speed the engine and damage it.

Another advantage to these “smart” transmissions is that they have a self-diagnostic mode which can

detect a problem early on and warn you with an indicator light on the dash. A technician can then

plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem.

2.3.10 Seals and Gaskets

An automatic transmission has many seals and gaskets to control the flow of hydraulic fluid and to

keep it from leaking out. There are two main external seals: the front seal and the rear seal. The front

seal seals the point where the torque converter mounts to the transmission case. This seal allows fluid

to freely move from the converter to the transmission but keeps the fluid from leaking out. The rear

seal keeps fluid from leaking past the output shaft.

A seal is usually made of neoprene (similar to the neoprene in a windshield wiper blade) and is used

to keep oil from leaking past a moving part such as a spinning shaft. In some cases, the neoprene

compound is assisted by a spring that holds the neoprene in close contact with the spinning shaft.

A gasket is a type of seal used to seal two stationary parts that are fastened together. Some common

gasket materials are: paper, cork, rubber, silicone and soft metal.

Aside from the main seals, there are also a number of other seals and gaskets that vary from

transmission to transmission. A common example is the rubber O-ring that seals the shaft for the shift

control lever. This is the shaft that you move when you manipulate the gear shifter. Another example

that is common to most transmissions is the oil pan gasket. In fact, seals are required anywhere that a

device needs to pass through the transmission case with each one being a potential source for leaks.

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2.4 Fixing problem
If your transmission’s valve body has become worn or damaged, this will usually require a proper

rebuild of the transmission to repair.  Occasionally this will involve simply rebuilding or replacing

the valve body, but this is usually a shortcut that will lead to more problems.  A bad valve body is

usually a sign that there is more damage inside of the transmission, and a transmission expert needs to

fully disassemble and inspect the entire transmission to ensure that everything is up to the

manufacturer’s specifications.  A transmission is filled with wearable components such as gaskets,

seals and clutches that will deteriorate over time.  Why spend money on a valve body repair when the

“soft parts” have significant wear and can give out anytime?

With a bad solenoid, repairs can often be more straightforward, especially if the vehicle mileage is

low and the application is not heavy duty.  Assuming a solenoid failure is caught early enough, before

too much damage has been done, a replacement of the bad switch can often resolve the transmission

malfunction.  That full rebuild for several thousand naira that you feared might be taken care of for a

few hundred naira instead!  However, it is best to have a full diagnosis performed by a transmission

shop to determine the best course of action to get your vehicle up and running again.

Your Automatic transmission is a very complex mechanical and computer driven system. Because of

that your automatic transmission can be more expensive to repair than your engine (depending on

your particular car). That means you are better off paying attention if one of these symptoms appear

rather than ignoring or waiting for it to go away. It can cost you a lot of inconvenience and money if

you neglect its service.

1. Grinding or shaking sensation in gear.

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Your automatic transmission normally operates smoothly when shifting from gear to gear. You

shouldn't feel any grinding, slipping or shaking sensations as your car switches gears. When a

transmission is starting to have problems, these symptoms can seem insignificant. But it is best to pay

attention at this point because it will likely become worse with use. If you are already feeling pretty

jarring sensations when the car shifts, it's time to get technician or craft man look at it. Normally

when automatic transmissions have damaged gears, they progressively get worse.

This is a more serious problem and time is very important. Be sure to get your car to a qualified

automatic transmission specialist soon.

2. Car won't engage or respond when in gear.

When you put your car into drive or reverse does it respond immediately or is there a delay? Does the

car's transmission not engage at all when you put it in drive or reverse? These are both issues that

may signal a problem. It could indicate a problem with your fluid whose protective properties have

degraded and has become thick. In this case a good fluid exchange could help you.

Other times you may be experiencing a computer system problem. Sometimes resetting the car's

computer can solve the problem too. You can do this yourself by disconnecting the battery for around

30 minutes. This can allow it to reset. If this doesn't help, it's time to let a qualified transmission

mechanic take a look for you. When your automatic transmission doesn't engage or delays, it's time to

have someone look at it. Most problems from these symptoms are minor, but it's best to find out for

sure so that it doesn't cost you later.

3. Makes Noises: whining, humming or clunking, noisy in neutral.

If you suddenly start to hear a whining, humming or clunking noise under your car like you've never

heard before, you may have transmission trouble. That trouble may likely be minor, but it could

signal something worse.

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Some noises that come from your transmission can be caused by your automatic transmission fluid

breaking down. This fluid has a hefty job of keeping an amazing number of mechanical gears and

components lubricated. With time and use, that fluid loses its protective properties and doesn't stop

that friction. Friction is what damages that complex automatic transmission system. If you hear

clunking noises and suspect it's coming from the transmission, your transmission may already have

an internal part giving out. If that's the case, it's important to have a qualified automatic transmission

mechanic look at it right away.

Some noises may be simple problems due to your transmission fluid, while other times it

maybe more serious. Certainly, check your automatic transmission fluid if you can.

4. Smells like its burning.

Your car should not have a burning smell and this is something to be concerned about. One of the

most common causes of a burning smell from the transmission is overheated fluid. Your

transmission's fluid has a super-important role in protecting this very expensive and complex system

running properly. Mainly it is lubrication.

When your transmission fluid's lubricating abilities diminish, as it does with time and mileage, it

enables damaging friction between all the parts. Friction causes the breakdown of parts and build-up

of debris and likely sludge. All of these problems together eventually lead to a complete transmission

breakdown. That is expensive and quite inconvenient.

Sometimes the cause is simply low transmission fluid level. That is usually caused by a leak because

in most cars unlike motor oil, transmission fluid doesn't lessen with time. Also, this can happen with

the wrong type of fluid added to your particular vehicle. If you smell burning from your transmission

it’s time to act before it’s a big problem. Check your fluid level to know how it is

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5. Gears Slipping.

Does your car slip out of gear or lose traction when you need it? This is a serious safety problem if

so. If your transmission is slipping in and out of gears when you’re behind the wheel, and you need to

give it the gas to avoid a problem, that is scary.

Your car’s computer tells the transmission when to shift between one gear and another. It tells your

car when to send power to your wheels. If something is malfunctioning here the signal is not being

properly sent.

6. Low or Leaking Transmission Fluid.

Have you seen a bright red or possibly dirty dark red fluid on your driveway or garage floor? You are

likely seeing Automatic Transmission fluid. Because transmission fluid should never leak, this could

lead to a very serious and complete breakdown of your transmission – which is very inconvenient and

costly (often more than a new engine).

Unlike motor oil, transmission fluid does not normally lessen due to time and mileage. So, if you’re

seeing that you are low on transmission fluid, then you have a leak somewhere. Low fluid can create

great friction in your transmission which will breakdown parts inside and eventually lead to a

complete transmission breakdown.

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How serious is low or leaking transmission fluid? If you do nothing, it will turn into a very serious

problem. But it doesn’t have to be that way. Sometimes a leak is a low-cost service just to replace a

leaking gasket or possibly a hose. Just remember, don’t neglect a small problem in your transmission

unless you want a big problem later.

7. Check engine light is on.

Your “Check Engine” light is there to help you know there is a current or upcoming problem in your

car. But the light can indicate a problem from many different systems in your car, not just your

transmission.

Your transmission contains numerous sensors that can pick up anything unusual in your transmission

– much more than you can. These sensors send signals to your computer that something is wrong.

Then, the check engine light passes on that message to you that something is wrong. Why have the

check engine light checked out? Well, that’s because if the problem is related to your transmission

and an early detection indicates a problem, your solution may be small. If you wait, you could have

just caused yourself a whole lot of unnecessary grief and money. If your check engine light is on,

have it checked immediately.

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 CHAPTER THREE
3.1 Conclusion.
I was able to know that an Automatic transmission contain an amazing number of parts, all of which

come together in what’s known as a torque converter system, planetary gear set and hydraulic system.

Your engine and your transmission meet at the bell housing, which contains a torque converter for

automatic cars, as opposed to a clutch for a manual transmission because some people thinking that

automatic transmission does not have clutch but it does.

Many problems with your transmission start off small. Ignoring the signals like the symptoms listed

above usually lead to super-costly repairs. Some repairs are small and affordable and they can prevent

a huge bill later on. If peace of mind and your money is important to you and you experience any of

these automatic transmission problems gives your technician a call or take your car by the shop to get

their opinion.

3.2 Recommendation.
 The Department and University should assist students in securing
SWEP placements.

 The University should ensure that students are adequately monitored

during the program.

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 The university should ensure frequent visit of supervisors to the

workplace where students are working so as to ensure students are serious

during the duration of their student work experience program

 Students should ensure to be started on time so as to get enough

knowledge of what they should learn at their respective workplace

 The main essence of the scheme should be made known to the

companies, so that students are not assigned to tasks that are not of benefit to

his/her career development.

 More practical oriented courses should also be taught in the school than
abstract theories, as I faced with real life scenarios at the workplace.
Finally, I would like to huge mechanical engineering students to work on this
automatic transmission because there is a lot of things that relate to real life
work experience on it. Automatic transmission is very easy to understand
quickly once you pay full attention during your work experience programme
with the help of theoretical class lecture. I would also like to suggest that if
school or school management can help in finding placement of work because
many students find it difficult to find placement of work so that, the challenge
that they may face would not be copious. There are no way students will not
encounter some challenges during his or her student work experience
programme because those challenges is party of skills, they want us to have its
knowledge.

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 References
Chi, P. R., & lds. (2004). Mechanical Design. UK: Elsevier Butterworth-Heunemann.
Cornwall, A. B. (2018, 2 7). Placentiual super service . Retrieved from Placentiual super service :
https://www.placentiasuperservice.com/blog/7-most-common-automatic-transmission-
problems
Ofria, C. (2019, 5 4). Carparts . Retrieved from Carparts : https://www.carparts.com/blog/a-short-
course-on-automatic-transmissions/
Transmission, A. (2020, 7 21). Advance Transmission Center . Retrieved from Advance
Transmission Center: https://advancedtransmission.com/2020/07/21/valve-body/
Transmission, M. (n.d.). Mister Transmission . Retrieved from Mister Transmission :
https://www.mistertransmission.com/transmission-components/
unknown. (2011, 7 6). Blogsport . Retrieved from mechanical engineering :
https://mechanicalmania.blogspot.com/2011/07/gear-introduction.html

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