Table of content

Chapter 1 Introduction about toyota camry 2.0 E 2017 ........................................1

1. Toyota's past and present................................................................................1
2. Toyota Camry - A Comprehensive Overview................................................2
3. Toyota Camry 2.0 E 2017..............................................................................4
Chapter 2 Theoretical basis, working principle of Automatic transmission
system................................................................................................................................7
1. Features of automatic transmission................................................................7
1.1. Structure of automatic transmission U340 E........................................7
2. Structure of U340E gearbox...........................................................................9
2.1. Tasks and structure of torque converter................................................9
2.2. Principle of torque converter..............................................................12
2.3. Brakes (B 1 , B 2 and B 3 ).....................................................................19
2.4. Clutches ( C 1 , C 2 and C 3 ).................................................................21
2.5. Stator one-way coupling.....................................................................24
2.6. Planetary gear set................................................................................25
3. Working principle of U340 E gearbox.........................................................29
3.1. Power transmission line......................................................................29
3.2. Gear diagram of automatic transmission U304E installed on Toyota
Camry 2.0E 2017..................................................................................................32
4. Hydraulic system..........................................................................................33
4.1. Hydraulic system structure.................................................................33
4.2 - Primary pressure regulator................................................................35
4.3 - Manual selector control valve...........................................................35
4.4- Shift valve...........................................................................................36
4.5.- Solenoid valve...................................................................................37
4.6- Throttle valve......................................................................................38
4.7 - Energy storage...................................................................................39
5.1. Control system....................................................................................39
CHAPTER 3 : CALCULATION AND DESIGN OF GEAR SHIFT PROCESS
FOR U340E GEARBOX................................................................................................41
1. Basic characteristics of torque converter, efficiency and torque..................41
 1.2. Construction of engine - converter coordination characteristic curve 43
1.3. Construction of torque converter output shaft characteristics............45
1.4. Calculate the gear ratios of the U340 E gearbox................................47
1.5. Building the gear shifting control rule of the U340 automatic
transmission..........................................................................................................53
CONCLUSION AND RECOMMENDATIONS.................................................64
REFERENCES.....................................................................................................65
 FISRT WORD
Gearbox play an important role in mechanical systems, especially in the automotive
industry. Mastering and being able to accurately calculate gear ratios helps improve
vehicle performance, meeting market demands. The process of designing and calculating
gear ratios requires a deep understanding of mechanics, materials and operating
principles of transmission systems. This is an opportunity for students to practice their
analytical, computational and complex problem-solving skills. Research results can be
applied to improve modern vehicle lines, increase performance and save fuel. This is not
only beneficial to users but also contributes to the sustainable development of the
automotive industry. The process of implementing the topic will help students develop
research skills, teamwork, and project management. These are important and necessary
skills for their future careers.There for designing and improving transmission systems is
a very important job in the modernization of the country. Understanding, mastering and
applying theory well in designing transmission systems are very necessary requirements
for students.
 Method of implementation
Gather Vehicle Specifications: Obtain the necessary specifications of the Camry 2.5Q
2020, such as engine power, torque, gear ratios, and vehicle weight.
Determine Transmission Requirements: Decide on the type of transmission (manual or
automatic) and the number of gears.
Calculate Gear Ratios: Use the formula for gear ratio calculation: Adjust the gear ratios
to ensure optimal performance and fuel efficiency.
Simulate Performance: Use simulation software to model the vehicle's performance with
the proposed gear ratios. Adjust as necessary to meet performance criteria.
Prototype and Test: Build a prototype transmission and test it under real-world
conditions. Make adjustments based on test results.
Finalize Design: Finalize the design based on test results and simulations, ensuring it
meets all performance and safety standards.
Chapter 1 Introduction about toyota camry 2.0 E 2017
1. Toyota's past and present
1.1 History and Background

 Founding: Toyota was founded by Kiichiro Toyoda in 1937 as a spinoff from his father's
company Toyota Industries.
 Headquarters: Located in Toyota City, Aichi Prefecture, Japan.
 Global Presence: Toyota is one of the largest automobile manufacturers in the world, with
production facilities in multiple countries and a strong global market presence.

2.1 Key Milestones

 1936: The Toyota AA, the company’s first passenger car, is produced.
 1957: Toyota Crown becomes the first Japanese car exported to the United States.
 1997: Introduction of the Toyota Prius, the world’s first mass-produced hybrid c
 2008: Toyota surpasses General Motors as the world’s largest automaker.

3.1 Philosophy and Innovations

 Kaizen: Continuous improvement is at the core of Toyota’s operations, ensuring constant

enhancement of processes and products.
 Just-In-Time: This production methodology reduces waste and ensures efficiency in the
manufacturing process.
 Toyota Production System (TPS): A systematic approach to manufacturing that focuses
on minimizing waste and maximizing efficiency.

4.1 Product Lineup

 Sedans: Camry, Corolla, Avalon

 SUVs and Crossovers: RAV4, Highlander, 4Runner
 Trucks: Tacoma, Tundra
 Hybrids and EVs: Prius, RAV4 Hybrid, Mirai (Hydrogen Fuel Cell Vehicle)
 Luxury Vehicles: Lexus brand, a subsidiary of Toyota, produces luxury vehicles such as
the Lexus LS and RX.

5.1 Sustainability and Environment

 Hybrid Technology: Pioneered with the Prius, leading to a range of hybrid vehicles that
reduce emissions and improve fuel efficiency.
 Electric Vehicles (EVs): Development of all-electric vehicles like the Toyota bZ4X.
 Hydrogen Fuel Cells: Innovating with vehicles like the Toyota Mirai, which uses
hydrogen fuel cells for zero-emissions driving.
 Environmental Initiatives: Toyota aims to achieve carbon neutrality by 2050,
implementing sustainable practices across its operations.

6.1 Safety and Technology

1
 Toyota Safety Sense (TSS): A suite of advanced safety features including pre-collision
system, lane departure alert, adaptive cruise control, and automatic high beams.
 Connected Technologies: Integration of advanced infotainment systems, connected
services, and driver assistance technologies to enhance the driving experience.
 Autonomous Driving: Investment in autonomous driving technology through the
development of Toyota Research Institute (TRI).

7.1 Community and Social Responsibility

 Philanthropy: Toyota is involved in various philanthropic activities, including disaster

relief, educational programs, and community development.
 Diversity and Inclusion: Commitment to fostering a diverse and inclusive workplace,
supporting various diversity initiatives and employee resource groups.

8.1 Global Impact

 Employment: Toyota employs hundreds of thousands of people worldwide.

 Economic Contributions: Significant investments in manufacturing plants, research and
development, and local economies in countries where it operates.
 Innovation Leadership: Recognized as a leader in automotive innovation, frequently
ranking highly in global innovation indexes.

9.1 Future Prospects

 Electrification: Expanding the lineup of electric and hybrid vehicles to meet growing
demand for eco-friendly transportation.
 Sustainable Mobility: Developing technologies and partnerships aimed at creating a
sustainable and connected mobility ecosystem.
 Continued Innovation: Investing in AI, robotics, and autonomous driving technologies to
lead the future of transportation.

 It can be said that Toyota's commitment to quality, innovation, and sustainability has made it
a leader in the automotive industry.Its diverse product lineup, cutting-edge technology, and
global impact make it a prominent company in the automotive world.

2. Toyota Camry - A Comprehensive Overview

The Toyota Camry is a renowned mid-size sedan known for its reliability, comfort,
and advanced technology. It has been a staple in the automotive world for decades, appealing
to a wide range of drivers looking for a balanced vehicle that offers both performance and
practicality.

2.1 History and Evolution

 First Generation (1982-1986): Introduced as a compact car, the Camry quickly gained
popularity due to its reliability and fuel efficiency.
 Second Generation (1986-1991): The Camry grew in size and featured improved safety
and comfort.

2
 Third Generation (1991-1996): Introduced more powerful engine options and a more
refined interior.
 Fourth Generation (1996-2001): Further enhancements in comfort, safety, and
technology.
 Fifth Generation (2001-2006): Marked a significant redesign with a more modern look
and advanced features.
 Sixth Generation (2006-2011): Offered hybrid options for better fuel efficiency.
 Seventh Generation (2011-2017): Focused on performance and design, with sporty styling
and powerful engine choices.
 Eighth Generation (2017-present): Emphasizes dynamic performance, advanced safety
features, and cutting-edge technology.

2.2 Engine and Performance Options

 Gasoline Engines: The Camry offers a variety of engines ranging from efficient four-
cylinders to powerful V6 options.
 Hybrid Versions: Known for its hybrid technology, the Camry Hybrid combines an
electric motor with a gasoline engine to offer superior fuel efficiency and lower emissions.
 Transmission: Typically equipped with a smooth-shifting automatic transmission, offering
a seamless driving experience.

3.2 Design and Styling

 Exterior Design: Modern and sleek with a bold front grille, LED headlights, and
aerodynamic body lines.
 Interior Comfort: Spacious and luxurious interiors with high-quality materials, advanced
infotainment systems, and ergonomic design for maximum comfort.

4.2 Technology and Features

 Infotainment: Features like Apple CarPlay, Android Auto, a touchscreen display, and a
premium sound system.
 Driver Assistance: Equipped with Toyota Safety Sense, including features like adaptive
cruise control, lane departure warning, and automatic emergency braking.
 Connectivity: Bluetooth, USB ports, and wireless charging options enhance
connectivity on the go.
 5.2 Safety and Reliability

 Safety Ratings: Consistently high safety ratings with multiple airbags, stability control, and
advanced driver assistance systems.
 Reliability: Known for its long-lasting durability and low maintenance costs, making it a
favorite among consumers.

6.2 Market Position and Competition

 Competitors: The Camry competes with other mid-size sedans like the Honda Accord,
Nissan Altima, and Hyundai Sonata.

3
 Market Perception: Widely regarded as one of the best mid-size sedans due to its balanced
offering of performance, comfort, and safety.

7.2 Awards and Recognition

 Best-Selling: Frequently ranked as one of the best-selling cars in its segment.

 Awards: Numerous accolades for safety, reliability, and overall value from automotive
experts and industry organizations.

8.2 Environmental Impact

 Hybrid Options: The hybrid variants significantly reduce fuel consumption and emissions.
 Eco-Friendly Technologies: Incorporates environmentally friendly manufacturing
practices and materials.

9.2 Ownership Experience

 Customer Satisfaction: High levels of customer satisfaction and positive reviews for its
performance, comfort, and value.
 Resale Value: Maintains strong resale value due to its reputation for reliability and
longevity.

 It can be said that the Toyota Camry is a comprehensive model that continues to set the
standard in the mid-size sedan segment. Whether you're looking for a reliable everyday
driver, a comfortable family car, or a vehicle with cutting-edge technology, Camry has
something to offer on all fronts. Its growth over the years has cemented its position as a top
choice for drivers worldwide.

3. Toyota Camry 2.0 E 2017

The 2017 Toyota Camry 2.0 E is a popular and reliable mid-size sedan known for its
balance of performance, comfort, and safety. Here's an in-depth look at this model:

1.3 Engine and Performance and Exterior Design

4
 Vehicle Name TOYOTA CAMRY 2.0E 2017
D×R×C mm×mm×mm 4850×1825×14
Wheelbase mm 2775
Dimension Ground clearance mm 150
Minimal rotating glass wheel m 5,5
Glass Wheel Wheel m rbx=0,282
Engine Type U340E, 4 Cylinder Alignment
Volume cc 1998
Engine Maximum Capacity Kw 165/6500
Maximum torque N.m 199/4600

Powertrain Front-wheel drive

Gearbox 4-speed automatic U340E

Main Transmission
io = 4,237
Ratio
2.3 Interior Features

 Seating Capacity: 5 passengers

 Comfort:

1) Premium fabric upholstery

2) Power-adjustable driver’s seat
3) Ample legroom for both front and rear passengers

Infotainment:

4) 7-inch touchscreen display

5) AM/FM radio
6) CD player
7) USB/AUX input
8) Bluetooth connectivity
9) Six-speaker audio system

 Climate Control: Automatic dual-zone climate control

3.3 Safety and Security

 Toyota Safety Sense™ P: Includes Pre-Collision System with Pedestrian Detection, Lane
Departure Alert with Steering Assist, Automatic High Beams, and Dynamic Radar Cruise
Control
 Airbags: Front, side, curtain, and knee airbags for driver and front passenger
 Other Safety Features: Anti-lock Braking System (ABS), Vehicle Stability Control
(VSC), Traction Control (TRAC), rearview camera

4.3. Maintenance and Durability

5
 Regular Maintenance: Low maintenance costs; routine oil changes, tire rotations, and
brake inspections are essential.
 Durability: Built with high-quality materials and engineering, ensuring long-lasting
performance and reliability.

5.3. Environmental Considerations

 Fuel Efficiency: Good balance between power and economy, reducing fuel costs and
environmental impact.
 Emission Standards: Complies with stringent emission standards.

6.3 Technology and Connectivity

 Touchscreen Display: User-friendly 7-inch touchscreen providing access to navigation,

entertainment, and vehicle settings.
 Connectivity:

1. Supports Bluetooth, USB, and AUX connections

2. Steering wheel-mounted audio controls
3. Multi-information display

7.3 Ownership Experience

 Customer Satisfaction: High levels of satisfaction for reliability, comfort, and value.
 Resale Value: Holds its value well over time, making it a smart investment.

8.3 Market Perception and Competition

 Competitors: Competes with models like the Honda Accord, Nissan Altima, and Hyundai
Sonata.
 Market Perception: Regarded as one of the best mid-size sedans due to its balanced
offering of performance, comfort, and safety.

9.3 Additional Features

 Convenience: Keyless entry and start, power windows and mirrors, rear armrest with cup
holders, ample storage compartments.
 Customization: Available in a variety of colors and trim options to suit personal
preferences.
 Accessories: Options for roof racks, spoilers, body kits, leather seats, custom floor mats, and
premium audio systems.
 The 2017 Toyota Camry 2.0 E is the perfect package offering a blend of performance,
comfort and safety. Its advanced features, high reliability, and low maintenance costs make
it a great choice for individuals and families. Whether you need a reliable everyday driver or
a comfortable long-distance cruiser, the Camry 2.0 E is designed to meet your needs with
style and reliability.

6
 Chapter 2 Theoretical basis, working principle of Automatic
transmission system

1. Features of automatic transmission

The automatic transmission installed on the Toyota Camry is a geared type and uses an
electronically controlled planetary transmission, with 4 forward gears and 1 reverse
gear.

1.1. Structure of automatic transmission U340 E

7
Function of the glass combination and match one afternoon :

The sets part Function

Connect the planetary drive shaft to the first
C1 Forward clutch
planetary sun gear

Clutch number Connect the intermediate shaft to the second

C2
planetary gear lever
straight

C3 Connect the intermediate shaft to the second

Reverse clutch
planetary gear sun gear

B1 OD and 2nd gear Second planetary gear sun gear lock

brake
Keep the second planetary gear sun gear from
B2 Brake number 2
turning counterclockwise

B3 1st and reverse brake Lock the first planetary gear and the second
planetary gear guide
Keep the second planetary gear sun gear from
F1 One-way joint No. 1
turning counterclockwise

8
 Keep the first planetary gear and the second
One-way joint
F2 planetary gear guide from turning
number 2
counterclockwise

Planetary gears change the transmission ratio

Planetary gears according to the opening and closing of the clutch
and brake, thereby increasing or decreasing the
output speed.
2. Structure of U340E gearbox

2.1. Tasks and structure of torque converter

- Mission:

+Increase torque generated by the engine

+Acts as a hydraulic clutch to transmit (or not transmit) engine torque to the gearbox

+Absorbs torsional vibrations of engine and transmission system

+ Acts as a flywheel to smooth the rotation of the engine

+ Drive the oil pump of the hydraulic control system.

- Structure:

- The hydraulic torque converter is installed at the input of the gearbox gear chain and is
bolted to the rear shaft of the crankshaft through the transmission plate. The torque
converter increases the torque generated by the engine, transmitting this torque to the
gearbox, it also acts as a hydraulic coupling transmitting torque to the gearbox,
absorbing the torsional vibrations of the engine and the transmission system. The torque
converter acts as a flywheel to smooth the rotation of the engine, in addition, it also has
the function of driving the oil pump of the hydraulic system. Structure of the torque
converter: The active part called the pump wheel (B) is connected to the engine
crankshaft, the passive part called the turbine wheel (T) is connected to the input shaft of
the planetary gear set, the reaction part called the guide wheel (D) is installed between
the pump wheel and the turbine wheel.

9
 a - Pump wheel

- The pump impeller is curved, many of the impellers are mounted radially, attached to
the inside of the converter housing. The pump impeller is connected to the crankshaft
and always rotates with it.

- The guide ring is mounted on the inner edge of the fan blade to guide the oil flow
smoothly.

- The torque converter housing is connected to the crankshaft via the drive plate.

b - Turbine wheel

- The turbine wheel has the task of converting the kinetic energy of the fluid flow into
torque at the output shaft of the converter.

10
- Turbine wheel has many blades mounted in the turbine rotor. The curvature of these
blades is opposite to that of the blades on the pump impeller.

- The turbine wheel is mounted on the gearbox primary shaft so that its blades are
opposite the blades on the pump impeller, with a small gap between them.

- The turbine wheel rotates with the transmission input shaft when the vehicle is in
“D”, ”2”, ”L” or “R” gear. It does not rotate when the vehicle is parked and the
transmission is in “D”, “2”, “L”, or “R” gear.

- The turbine wheel rotates freely with the rotation of the pump impeller when the
gearbox is in the “P” or “N” range.

c - Stator one-way coupling

- The stator is placed between the pump wheel and the turbine wheel, the reaction
wheel shaft is fixed to the gearbox housing via a one-way joint.

- The stator blades receive the oil flow as it exits the turbine wheel and direct it to
strike the back of the impeller on the pump impeller causing the pump impeller to be
strengthened.

- The one-way clutch allows the reaction wheel to rotate in the same direction as the
engine crankshaft. If the reaction wheel tends to rotate in the opposite direction, the
one-way clutch will lock the reaction wheel and prevent it from rotating.

11
 2.2. Principle of torque converter

- Power transmission:

+ When the pump impeller is driven by the engine crankshaft, the oil in the pump
impeller will rotate with the pump impeller in the same direction.

As the speed of the impeller increases, centrifugal force causes the oil to begin to flow
outwards from the center of the impeller along the surface of the impeller and the inner

surface of the impeller.

+ As the speed of the impeller increases, the oil will be pushed out of the impeller and
hit the blades of the turbine rotor, causing the rotor to start rotating in the same
direction as the impeller. After losing energy due to hitting the blades of the turbine,
the oil will flow inward along the blades. The curved surface of the inside of the rotor
will direct the flow back to the impeller and continue the process. Thus, the
transmission of torque is done by the oil flowing through the impeller and the turbine
rotor.

- Torque amplification:

The torque amplification is performed by the torque converter by guiding the oil flow
while it still has energy after passing through the turbine wheel back to the pump
wheel through the blades of the reaction wheel. In other words, the pump wheel is
rotated by the torque from the engine, which is supplemented by the oil returning from

12
the turbine wheel. It can be said that the pump wheel amplifies the initial torque to
drive the turbine wheel.

The function of the Stator is: The direction of oil flow from the turbine depends
on the difference in rotational speed between the pump impeller and the turbine
impeller.

When the difference in rotational speed is large: The speed of the oil (vortex
flow) circulating through the impeller and the turbine is large, so the oil from the
turbine to the reaction wheel is in a direction that prevents the rotation of the impeller,
as shown in Figure 2.2.8, where the oil will hit the front face of the impeller on the
reaction wheel, causing it to rotate in the opposite direction to the rotation of the
impeller. But because the reaction wheel is locked by a one-way joint, it does not
rotate, its blades change the direction of the oil flow so that they will assist the actual
rotation of the impeller.

13
 When the vortex flow is small: The turbine rotation speed reaches the speed of
the impeller, the speed of the oil that rotates in the same direction as the turbine
increases. In other words, the speed of the oil circulating through the impeller and the
turbine decreases. Therefore, the direction of the oil flow from the turbine to the
reaction wheel is the same as the rotation direction of the impeller. Because the oil now
hits the back of the blades on the reaction wheel, in this case the one-way clutch allows
the reaction wheel to rotate in the same direction as the impeller, allowing the oil to
return to the impeller.

The reaction wheel starts rotating in the same direction as the impeller when the
turbine wheel speed reaches a certain ratio to the impeller speed. This phenomenon is
called the clutch point or coupling point. After reaching the clutch point, the torque is
no longer amplified, and the torque converter now functions as a normal hydraulic
coupling.

14
- Torque converter lock point and basic parameters of torque converter:

+ Torque converter lock: Is a hydraulic mechanism that allows locking the pump impeller
and turbine impeller when the torque converter rotates at high speed.

When the vehicle is moving at low speed, the speed ratio is low, then the torque
ratio is high due to torque enhancement. When the vehicle speed increases, the speed
ratio increases but the torque ratio decreases, the efficiency of the torque converter also
decreases rapidly, then in order to maintain the torque of the turbine wheel and
increase the efficiency of the torque converter, the torque converter lockup acts as a
clutch, locking the pump wheel and turbine wheel into a solid block.

The operating principle of the torque converter lock is shown in Figure 2.2.11.
When the pump wheel is at low speed, the torque converter lock has 2 gaps with the
torque converter housing 1. At that time, the pressure in the 2 chambers A and B is the

15
 same, so the torque converter lock does not work. When the vehicle is moving at high
speed, the solenoid valve controls the pressurized oil to enter chamber A, the oil in
chamber B is drained through the exhaust pipe, pressing the clutch lock tightly against
the torque converter housing. Lock the torque converter housing with the turbine wheel
into a solid block. When the torque converter lock is completed, the transmission ratio
is 1.

- Basic parameters of torque converter: Torque converters are characterized by

dimensionless characteristic curves.

16
 The torque amplification by the converter increases in proportion to the eddy
current, which means that it is greatest when the turbine wheel is not rotating. The
operation of the converter is divided into two operating ranges: the torque converter
range in which torque amplification occurs, and the coupling range in which only
torque transmission occurs and torque amplification does not occur.

- Converter gain:

In which: M t – Turbine wheel torque

M b – Pump wheel torque

The torque converter amplification factor depends on the working conditions of

the torque converter. When the moving resistance increases, the number of revolutions
of the turbine shaft decreases, leading to an increase in M t , so K bm increases. It has the
largest value when the turbine wheel is stationary, that is, n t = 0. On the contrary,
when the moving resistance decreases, the speed of the car increases, the torque
converter amplification factor decreases.

- Transmission ratio of the torque converter (i bm ): Is the ratio of the rotation speed of the
turbine shaft n T and the number of rotations of the pump shaft n b :

17
- Torque converter efficiency:

+ The efficiency of the converter indicates how much energy is effectively transferred
from the pump impeller to the turbine wheel:

In which: N t - Power output on the turbine shaft of the torque converter

N b - Power on the pump shaft of the torque converter

+ The torque converter efficiency value changes according to a quadratic parabolic curve
and reaches its maximum value at η tn , when K>1, the torque converter efficiency is
greater than the normal hydrodynamic clutch efficiency value η t then due to energy loss
through the stator wheel, the torque converter efficiency decreases rapidly. According to
the theory of bladed machines, the relationship between the torque transmitted through
the blade and the blade size parameter has the form:

and

With: λ is the specific gravity of the liquid

λ b , λ t is the torque coefficient

D is the largest diameter of the wheel

From that we have:

and

- Clutch point and stop point:

+ Clutch point:

The line drawn from the clutch point up is the dividing line between the two stages of
the torque converter's transmission efficiency measurement, showing how efficiently the
power transmitted to the pump impeller is transmitted to the turbine wheel.

The energy here is the power of the engine itself proportional to the engine speed (rpm)
and the engine torque is transmitted at a ratio of nearly 1:1 in the hydraulic coupling, so

18
the transmission efficiency in the coupling range will increase linearly and
proportionally to the speed. However, the transmission efficiency of the torque converter
does not reach 100% and is usually 95%. The energy loss is due to heat generated in the
oil and friction. When the oil circulates, it is cooled by the oil cooler.

- Static point: Static point refers to the condition where the turbine wheel does not move.
The difference in rotational speed between the pump wheel and the turbine wheel is the
largest. The torque transmission ratio of the converter is the largest at the stationary
point (usually in the range of 1.7 to 2.5) and the transmission efficiency is 0.

As the turbine wheel starts to rotate and the speed ratio increases, the speed difference
between the turbine wheel and the pump wheel starts to decrease. However, at this point
the transmission efficiency increases. The transmission efficiency is at its maximum just
before the clutch point. When the speed ratio reaches a certain value, the torque ratio
becomes close to 1:1. In other words, the reaction wheel starts to rotate at the clutch
point and the torque converter acts as a hydraulic coupling to prevent the torque ratio
from falling below 1.

2.3. Brakes (B 1 , B 2 and B 3 )

- The brakes used in the U340E automatic transmission are of the wet multi-disc type.

- Brake B 1 is used to lock the rear sun gear.

- Brake B 2 operates through the one-way clutch No. 1 to prevent the rear sun gears from
rotating counterclockwise. The friction discs are engaged by splines into the outer roller

19
ring of the one-way clutch No. 1 and the steel discs are fixed to the gearbox housing.
The inner roller ring of the one-way clutch No. 1 (Rear sun gear) is designed so that
when rotated counterclockwise it is locked, but when rotated clockwise it can rotate
freely.

- B 3 prevents the front ring gear and the rear guide arm from rotating. The friction discs
mesh with the hub B 3 of the rear guide arm. The hub B 3 and the rear guide arm are
arranged in one assembly and rotate together. The steel discs are fixed to the gearbox
housing.

- The operating principle of the brakes: When hydraulic pressure acts on the cylinder,
the piston will move and force the steel discs and friction discs to contact each other.
This creates a large frictional force between each steel disc and the friction disc. As a
result, the guide rod or sun gear is locked into the gearbox housing. When the
pressurized oil is released from the cylinder, the piston is pushed back to its original
position by the return spring and releases the brake.

- The number of friction plates and steel plates varies depending on the automatic
transmission model. Even within automatic transmissions of the same model, the
number of friction plates can vary depending on the engine on which the transmission
is mounted.

When replacing brake discs with new friction discs, soak the new friction discs in ATF
for 15 minutes or longer before installing them.

20
2.4. Clutches ( C 1 , C 2 and C 3 )

- C 1 , C 2 and C 3 are the clutches that connect and disconnect the power.

+ Clutch C1 operates to transmit power from the torque converter to the front sun gear via
the input shaft. The friction discs and steel discs are arranged alternately. The friction
discs are splined to the front ring gear and the steel discs are splined to the forward
clutch drum. The front ring gear is splined to the ring gear flange, and the forward clutch
drum is splined to the front hub of the direct clutch.

+ Clutch C 2 transmits power from the intermediate shaft to the rear axle. The friction
discs are splined to the hub of the direct clutch and the steel discs are splined to the
direct clutch drum. The direct clutch drum meshes with the input drum of the sun gear
and this drum is meshed with the front and rear sun gears. The structure is designed so
that the three groups of friction discs, steel discs and drums rotate together.

21
- Matching activities (C 1 ):

When the pressurized oil flows into the piston cylinder, it pushes the piston valve ball to
close the one-way valve and makes the piston move in the cylinder and force the steel
discs to contact the friction discs. Due to the large friction force between the steel discs
and the friction discs, the driving steel discs and the driven friction discs rotate at the
same speed. That is, the clutch is engaged, the input shaft is connected to the front sun
gear, and the power from the input shaft is transmitted to the sun gear.

- Joint release activity (C 1 ):

22
+ When the pressurized oil is discharged, the oil pressure in the cylinder decreases. This
allows the ball to leave the one-way valve due to the centrifugal force acting on it, and
the oil in the cylinder is discharged through the one-way valve. As a result, the piston
returns to its original position thanks to the return spring and releases the clutch.

+ The number of friction plates and steel plates varies depending on the automatic
transmission model. Even in automatic transmissions of the same model, the number of
friction plates may vary depending on the engine fitted to the transmission.

+ When replacing clutch friction discs with new friction discs, soak the new friction
discs in ATF for about 15 minutes or longer before installing them.

- Centrifugal hydraulic oil pressure relief mechanism in the clutch:

+ In the structure of a conventional clutch, to prevent the generation of pressure due to

centrifugal force acting on the oil in the piston's oil pressure chamber when the clutch is
released, a one-way ball is arranged to discharge the oil.

Therefore, before the clutch can be applied again, time is needed for the oil to fill the
piston oil pressure chamber. During gear shifting, in addition to the pressure controlled
by the valve body, the pressure acting on the oil in the piston oil pressure chamber also
has an effect, and this pressure depends on the engine speed fluctuations.

+ To eliminate this effect, a chamber to eliminate hydraulic pressure is placed opposite

the piston's hydraulic pressure chamber. By using lubricating oil such as oil used for the
shaft, an equivalent centrifugal force will act, eliminating the centrifugal force acting on
the piston itself. Therefore, there is no need to discharge the liquid by using a ball, but
still achieve a very smooth and very sensitive speed change characteristic.

23
2.5. Stator one-way coupling

When the planetary gear set is designed without taking into account shifting shock, B 2 ,
F 1 and F 2 are not required. C 1 , C 2 , B 1 and B 3 are sufficient.

In addition, it is difficult to achieve hydraulic pressure acting on the brake at the exact
moment the hydraulic pressure operating the clutch is released. Therefore, one-way
clutch No. 1 (F 1 ) acts through brake B 2 to prevent the front and rear sun gears from
rotating counterclockwise.

One-way joint No. 2 (F 2 ) prevents the rear guide arm from rotating counterclockwise.
The outer roller of the one-way joint No. 2 is fixed to the gearbox. It is assembled so that
it locks when the inner roller (rear guide arm) rotates counterclockwise and rotates freely
when the inner roller rotates clockwise.

In this way, one-way joints can be used to shift gears by always pressing or releasing
hydraulic pressure on one element. That is, the function of the one-way joint is to ensure
smooth gear shifting.

24
2.6. Planetary gear set

a - Introduction to planetary gear transmission

- In mechanical gearboxes, planetary mechanisms are often used, planetary mechanisms

include meshing gears that create 3 degrees of freedom.

- Mechanical gearbox has the following functions:

+ Change the transmission ratio between the input shaft and the output shaft when needed
(perform gear shifting)

+ Reverse the rotation direction of the output shaft when needed

+ Long-term power line interruption

- Planetary gear set put in box number mechanism create equal aluminum It Have can
change factor degree head go out or afternoon what is it box number,after that
transmission transfer dynamic T his arrive set transmission dynamic Final .Set cake
tooth planet bag including:the cake tooth onion pure ,he lifit and Set transmission gear
onion pure before and set transmission cake teeth back Okay connection with the
contracts and To be the set part connection and off labour output those tool cake this
tooth transfer change taste mind belong to part so grant and the part death try definition

25
to create go out the ratio transmission cake tooth other house and positiont number
central old

b - Planetary mechanism of U340 gearbox

- The structure of the HSHT on cars and other means of transport is quite complex. The
HSHT is composed of basic planetary mechanisms or synthetic planetary mechanisms.

- The planetary mechanism of the U340 gearbox is a hybrid planetary mechanism

according to the CR-CR diagram. The lead rod of the first transmission is connected to
the ring gear of the second planetary transmission, and the lead rod of the second
planetary transmission is connected to the ring gear of the first transmission.

- The basic planetary mechanism is a 3-degree-of-freedom mechanism, in which the

planetary gear meshes with the sun gear and the ring gear, the shaft of the planetary gear
can rotate. Therefore, with a single input power shaft mechanism, we have two output
power shafts and can reverse the rotation direction of the output shaft.

26
 1 – ring gear; 2 – planetary gear

3 – planetary gear shaft; 4 – sun gear

- In automatic transmission, by opening and closing the brakes, clutches and one-way
joints, the control combinations of the transmission are created. The opening and
closing of the control mechanisms changes the power transmission line, changes the
active and passive links, thereby changing the transmission ratio through the
transmission and the rotation direction of the output shaft of the transmission.

- Working states of planetary mechanism:

Rotation
direction of the
State of the Passive
Active stitch Gear ratio passive link with
controlled link stitch
respect to the
active link

Need a
Sun gear > 1 (Decrease)
guide
Fixed ring
Same direction
gear
Need a guide Sun gear < 1 (Increase)

Need a
Fixed sun gear Gear box > 1 (Decrease) Same direction
guide

27
 Need a guide Gear box < 1 (Increase)

Sun gear Gear box > 1 (Decrease)

Fixed guide Counterclockwise
Gear box Sun gear < 1 (Increase)

Guide rod
Sun gear or Ring gear
connected to = 1 (Increase) Same direction
ring gear or sun gear
the ring gear

Table 2.2.23 – Table of working states of planetary mechanism

- Kinematic parameters of planetary mechanism:

In which: ω a , ω b - Angular velocity of sun gear a and outer gear b

ω h - Angular velocity of the guide rod h

p - kinematic parameter of planetary mechanism

If there is a coupling of planetary mechanisms then the system of equations is

established:

(Where m is the planetary structure number)

28
3. Working principle of U340 E gearbox

3.1. Power transmission line

* Number 1 (Section D, 3 or 2):

- Clutch C 1 operates, at the same time one-way clutch F 2 also participates in operation.
- Power transmission flow is as follows: Primary shaft (+) → pump wheel (+) →
turbine wheel (+) → clutch C 1 → S 1 (+) → planetary BR H 1 (-) (because F 2 operates,
it does not allow R 1 and Cd 2 to rotate counterclockwise) → Cd 1 (+) → final passive
transmission gear.

* Number 2 (Series D or 3):

29
- C 1 , F 1 , B 2 operate, the power transmission current is as follows: Transmission
primary shaft HT(+) → clutch C 1 → S 1 (+) → planetary gear H 1 (-). Here the power
current is divided into two branches: + Branch 1: Same as when shifting to 1st gear. +
Branch 2: C 1 (+) → R 1 (+) → Cd 2 (+) → planetary gear H 2 (+) (because F 1 , B 2
operate, S 2 does not rotate counterclockwise) → R 2 (+) → Cd 1 (+);

Combine the two power branches to the final drive's driven gear and rotate in the
positive direction.

* Number 3 (Series D or 3):

30
 - C 1 , C 2 , B 2 operate, the power flow is transmitted as follows: +Primary shaft of
planetary transmission (+) → clutch C 1 closes, making S 1 , H 1 , Cd 1 all rotate in the
(+) direction; at the same time clutch C 2 closes, so Cd 2 , planetary gear H 2 all rotate
(+) → gear R 1 (+) → Cd 1 (+) → passive gear of the final transmission and rotates in
the positive direction.

* Number 4 – OD increasing transmission number (D series):

- C 2 , B 1 , B 2 operate, the power transmission current is as follows: The primary shaft

of the planetary transmission (+) → clutch C 2 closes, making the planetary gears H 2
and Cd 2 both rotate in the (+) direction; at the same time, B 1 , B 2 close, so the second
planetary gear transmission forms a block rotating in the (+) direction at a faster speed
→ Cd 1 (+) → the passive gear of the final transmission.

* Reverse gear (Position R):

31
 - C 3 , B 3 operate, the power transmission current is as follows: Primary shaft of
planetary transmission (+) → clutch C 3 closes → S 2 (+); At the same time B 3 closes so
planetary gear H 2 rotates (-) around Cd 2 → R 2 (-) → Cd 1 (-) → passive gear of final
transmission and rotates in the opposite direction of the primary shaft of the gearbox.

3.2. Gear diagram of automatic transmission U304E installed on Toyota Camry

2.0E 2017

Solenoid One way

Gear Clutch Brake
Hand valve joint
posit gear
ion
S1 S2 C1 C2 C3 B1 B2 B3 F1 F2

P Do ON ON

R Back ON ON ON ON

32
 Interme
N diary ON ON

1 ON ON ON ON

2 ON OFF ON ON ON
D
3 OFF OFF ON ON ON

4 OFF ON ON ON ON

1 ON ON ON

2 ON OFF ON ON ON
3

3 OFF OFF ON ON ON

1 ON ON ON ON
2
O
2 ON OFF ON
N
ON ON

L 1 ON ON ON ON ON

4. Hydraulic system

4.1. Hydraulic system structure

- The hydraulic system consists of the following basic assemblies:

+ Power supply.

+ Converter and transmission of gear shifting signals.

+ Hydraulic gear shifting valve set.

+ Shock absorber.

+ Oil lines.

33
- The hydraulic controller has the function of creating hydraulic pressure, adjusting the
hydraulic pressure by primary pressure regulating valves, throttle valves suitable for the
power generated from the engine. The control system opens and closes the clutches and
brakes to perform gear shifting.

- In the diagram, the electrical signals from the sensors are sent to the central electronic
controller, which processes the signals and sends them to control the solenoid valves.
The solenoid valves control the opening and closing of the oil lines to bring pressurized
oil to the clutches and brakes, performing the gear shifting process.

- Oil pressure is created by an oil pump, the pump is driven from the torque converter.
The oil pump supplies pressurized oil to the torque converter, then passes it through the
primary pressure regulator valve, which is controlled by the signal from the throttle
opening. The oil when passing through the pressure regulator valve has a constant
pressure, the oil pressure is the power source to close the brakes and clutches.

- Manual gear selector lever (driver's control selects R, D, N, 2 modes). When the driver
selects the vehicle's movement mode, it will affect the oil control valves that affect the
oil pressure switching process.

34
 4.2 - Primary pressure regulator.

The function of adjusting the working pressure value to the components. The operating
principle diagram of the valve is shown in Figure 2.4.2.

4.3 - Manual selector control valve

Connected to the gear shift lever. Changing the gear position will switch the
corresponding oil line to that gear lever.

35
 Gear position The oil line is connected to the valve.

P B3
R C 2, B 3
N
D C1
2 C 1, B 1
L C 1, B 3

4.4- Shift valve

- The gear shifting valve switches the oil lines leading to the brakes and clutches. There
are gear shifting valves 1-2, 2-3, 3-4. Figure 2.4.4 describes the operating principle of
the gear shifting valve 1-2. When the solenoid valve is not working, the oil pressure acts
on the top surface of the valve, overcoming the spring force, the valve is in the lower
position, the oil lines to the clutches and brakes are cut off. At this time, the gearbox is
in position 1. When there is a signal to the solenoid control valve to open, the oil
pressure acting on the valve surface is lost, the spring pushes the valve up to open the
pressurized oil line to brake B 2 and the gearbox shifts to gear 2.

36
 4.5.- Solenoid valve

Solenoid valve is used to control the operation of the gear shift valve. There are 2 types
of solenoid valves: the gear shift control solenoid valve and the linear solenoid valve to
control the increase and decrease of oil pressure according to the ECU electromagnetic
control current. The gear shift solenoid valve has 2 positions, for example number 1,
number 2, while the linear solenoid valve has only one working state, such as the SLT
valve used instead of the throttle valve, the SLU valve controls the torque converter
lock.

37
 4.6- Throttle valve

- The throttle valve is responsible for adjusting the oil pressure supplied from the pump
(after passing through the primary pressure regulator valve) according to the engine
load level to control the gear shifting valves.

- There are types of throttle valves: mechanical valves and solenoid valves.

+ The mechanical valve is actuated through a cam mechanism and cable connected to
the accelerator pedal. + The SLT linear solenoid valve operates according to the
control signal from the ECU.

38
 4.7 - Energy storage

The accumulator acts as a shock absorber during gear shifting. Its piston is stepped so
that the oil pressure during gear shifting does not increase suddenly. In ECT control
systems, a linear solenoid valve is used to control the oil pressure acting on the
accumulator, thereby making the gear shifting process smoother.

5.1. Control system

- Automatic transmission control system includes:

+ Sensors of gearbox, engine, vehicle speed, ...

+ Central electronic control unit (ECU and ECT)

+ Actuators (solenoid valves)

- The control system receives signals from sensors and is responsible for controlling the
working states of the planetary gearbox such as: Controlling gear shifting timing,
controlling torque converter lock, and optimizing basic pressure control. The control
system has the following types of sensors: Speed sensor, throttle position sensor,
temperature sensor, oil temperature, oil pressure, etc.

39
a - Sensors

- The main parameters for gear shifting are vehicle speed and throttle opening.

- When working, signals from sensors about the temperature of the gearbox oil and the
position of the gear shift controller will be transmitted to the central controller.

- The general principle of gear shifting is: when the vehicle speed increases to a certain
speed, the central controller controls the gear shifting accordingly, when the resistance
increases the vehicle slows down while the load remains constant, at an appropriate
point the central controller will control the gear shifting to a lower gear. If the engine
load increases but the vehicle speed remains constant, at a certain level the central
controller will execute the command to shift to a lower gear accordingly. In case the
speed remains constant but the engine load decreases to a certain level, the central
controller will control to shift to a higher gear.

- The change of gear up or down is determined by the reference table, this table is built
and loaded into the central controller. When there are main input parameters such as
vehicle speed and engine load, the central processor will determine the corresponding
reference table to determine the gear shift point. In addition, other input values such as
gearbox oil temperature... also affect the shift position.

The upshift threshold and downshift threshold are different, because if they were
together they would create an instantaneous operating point at which the transmission
would continuously shift gears at that load.

Sensor Function

40
 Determines when the gear shift and
Operation mode selector switch torque converter lock-up will apply
under normal or heavy load conditions
Intermediate start switch Detect number position (L, 2 and N)
Detects the opening angle of the throttle
Throttle position sensor
valve
Coolant temperature sensor Coolant temperature detection
Speed sensor Vehicle speed detection
Accelerator pedal switch Detect accelerator pedal level
Main switch of the transmission number Prevents upshifting if the upshift main
increases switch is tripped

When the vehicle speed drops below the

speed set in the cruise control system, it
ECU controls automatic running
sends out a signal to cancel the upshift
and cancel the torque converter lockup.

CHAPTER 3 : CALCULATION AND DESIGN OF GEAR

SHIFT PROCESS FOR U340E GEARBOX

1. Basic characteristics of torque converter, efficiency and torque

* Torque transmission ratio of the converter:

41
The torque transmission ratio of the torque converter is calculated by the following

formula: I M =

The torque transmission ratio of the torque converter depends on the working conditions
of the torque converter. When the resistance to motion increases, the number of
revolutions of the turbine shaft decreases, leading to an increase in M 2, so I M increases.
It has the largest value when the turbine wheel is stationary, i.e. n 2 = 0. Conversely,
when the resistance to motion decreases, the car speed increases, the torque converter
amplification factor decreases.

* Speed transmission ratio of torque converter:

The torque converter transmission ratio (i bm ) is the ratio between the number of
revolutions of the turbine shaft n 2 and the number of revolutions of the pump shaft n 1 .

We have: i bm =

Where n 2 is the turbine wheel speed

n 1 is the pump speed

* Torque converter efficiency.

The torque converter efficiency is calculated as follows: η = =

The efficiency of a torque converter indicates how efficiently power is transferred from
the pump impeller to the turbine blades.

In which: N 2 - Power output on the turbine shaft of the torque converter.

N 1 - Power on the pump shaft of the torque converter.

* Sensitivity coefficient :

The sensitivity of the hydraulic torque converter is characterized by the coefficient: =

1
1'

42
 '
1
In there : λ - Torque conversion coefficient at turbine wheel revolutions.
λ 1 - Torque conversion coefficient at turbine wheel revolutions n = 0.
2

1.2. Construction of engine - converter coordination characteristic curve

Figure 3.2.1 – Graph of local characteristic curve of the engine

- From the local characteristic curve of the engine, we construct the coordination
characteristic curve between the engine and the torque converter.

- Basic parameters characterizing hydraulic torque converters include:

2 5
+ Torque of the shaft input to the converter: M 1 =λ1 γn1 Da
M2
k=
+ Torque converter coefficient: M1

+ Transmission ratio:

+ Performance:

In there:

++ γ is the specific gravity of the working fluid: The U340E gearbox uses Dexron II oil
with γ = 850 Kg/m 3

43
++ M 2 is the torque of the converter output shaft
++ λ 1 is the torque coefficient on the pump impeller, determined from experiment.
Looking up the dimensionless characteristic graph, we get λ max = 2.7.10 -6 ph 2 /vg 2
++ n 1 , n 2 are the number of revolutions of the input and output shafts of the torque
converter (n 1 = n e )
++ D a is the effective diameter of the torque converter D a = 225 mm.

Because the U340 E torque converter is a sensitive type, the torque coefficient on the
pump wheel changes. To determine M 1 , the values of λ 1 must be determined . Therefore, for
each value of λ 1 , we can draw a line M 1. From the non-dimensional characteristic graph
of the torque converter, we determine the values of λ 1 corresponding to each value of the
transmission ratio of the torque converter i bm .
i
0 0.2 0.4 0.6 0.75 0.8 0.85
bm

λ1 2.7.10 -6 2.5.10 -6 2.10 -6 1.6.10 -6 1.35.10 -6 1.25.10 -6 1.1.10 -6

Create a table to calculate the torque input shaft to the converter:

i bm n 1 (rpm) 1000 1500 2000 2500 3000

0 M 1 (Nm) 13,234 29,777 52,937 82,713 119.91
0.2 M 1 (Nm) 12,254 27,571 49,015 76,586 110,284
0.4 M 1 (Nm) 9,803 22,057 39,212 61,269 88,228
0.6 M 1 (Nm) 7,842 17,646 31.37 49,015 70,582
0.75 M 1 (Nm) 6,617 14,888 26,468 41,357 59,554
0.8 M 1 (Nm) 6.127 13,786 24,508 38,293 55,142
0.85 M 1 (Nm) 5,392 12,131 21,567 33,698 48,525

n1
i bm 3500 4000 4500 5000 5500 6000
(rpm)
M1
0 162,212 211.75 267,991 330.85 400.33 476,428
(Nm)
M1
0.2 150.109 196,061 248.14 306.35 370.68 441.14
(Nm)
M1
0.4 120,087 156,849 198,512 245,076 296,542 352.91
(Nm)
0.6 M1 96.07 125,479 158.81 196.06 237.23 282.33
44
 (Nm)
M1
0.75 81,059 105,873 133,996 165.43 200.17 238.21
(Nm)
M1
0.8 75.0547 98.0306 124.07 153.17 185.34 220.57
(Nm)
M1
0.85 66,048 86,267 109,182 134,792 163,098 194.101
(Nm)
From there we have the engine - converter coordination characteristic curve:

From the above graph, we can determine the set of intersections of the curves M e = f(n e
) and M 1 = f(n 1 ). These intersections are the operating points of the internal combustion
engine - hydraulic torque converter combination.

1.3. Construction of torque converter output shaft characteristics

- The graph of the engine-torque converter working cluster shows the relationship:
M 2 = f(n 2 ), N 2 = g(n 2 )
- Power on the torque converter output shaft is calculated by the formula:
N 2 = η.N 1

- The torque on the converter output shaft is determined by the formula:

M 2 = M 1 .k bm

45
- Number of revolutions on the torque converter output shaft: n 2 = i bm .n 1

- Pump shaft capacity: N 1 = M 1 . ω 1 = M 1 .П.n 1 /30

- Turbine wheel capacity:

N 2 = M 2 . ω 2 = M 2 .П.n 2 /30 where M 1 is the torque on the torque converter

input shaft
- Efficiency:

In which: η, k bm are the efficiency and torque converter coefficient determined from the
dimensionless characteristic curve of the torque converter corresponding to the values i
bm

η 0 0.42 0.6 0.75 0.8 0.91 0.8

k bm 2.2 1.9 1.75 1.4 1.2 1.15 1.1
i bm 0 0.2 0.4 0.6 0.75 0.8 0.85
n1 1850 1920 2060 2200 2300 2370 2500
M 1 20 47.3 45 41 38.7 35.47 35.47 33
n 2 20 (rpm) 0 384 824 1320 1725 1896 2075
M 2 20
104.06 85.5 71.75 54.18 42,564 40.7905 36.3
(Nm)
n 1 30 2400 2470 2660 2860 2970 3100 3230
M 1 30 77 75 70 64.6 61 59 57
n 2 30 (rpm) 0 494 1064 1716 2227.5 2480 2680.9
M 2 30 (Nm) 169.4 142.5 122.5 90.44 73.2 67.85 62.7
n 1 40 2750 2855 3090 3340 3420 3540 3820
M 1 40 103 100 94 88 85 83 79
n 2 40
0 571 1236 2004 2565 2832 3170.6
(rpm)
M 2 40 (Nm) 226.6 190 164.5 123.2 102 95.45 86.9
n 1 50 3100 3200 3500 3800 4000 4200 4420
M 1 50 127 125.6 119 114.5 111.5 108.5 105
n 2 50
0 640 1400 2280 3000 3360 3668.6
(rpm)
M 2 50 (Nm) 279.4 238.64 208.25 160.3 133.8 124,775 115.5
n 1 60 3330 3370 3700 4080 4400 4580 4770

46
 M 1 60 140 139 134 129 128 126 122
n 2 60 (rpm) 0 674 1480 2448 3300 3664 3959.1
M 2 60 (Nm) 308 264.1 234.5 180.6 153.6 144.9 134.2
n 1 70 3390 3500 3870 4270 4590 4730 4980
M 1 70 152 150 147 143 139 137 138
n 2 70 (rpm) 0 700 1548 2562 3442.5 3784 4133.4
M 2 70(Nm) 334.4 285 257.25 200.2 166.8 157.55 151.8
n 1 80 3500 3620 4020 4500 4800 4920 5180
M 1 80 161.5 161 159 158 152 150 145
n 1 80 (rpm) 0 724 1608 2700 3600 3936 4299.4
M 2 80 (Nm) 355.3 305.9 278.25 221.2 182.4 172.5 159.5
n 1 90 3520 3640 4080 4550 4880 5050 5300
M 1 90 163.5 163.5 163 162.8 157.8 155 150
n 2 90 (rpm) 0 728 1632 2730 3660 4040 4399
M 2 90 (Nm) 359.7 310.65 285.25 227.92 189.36 178.25 165
n 1 100 3530 3700 4120 4590 4920 5080 5330
M 1 100 167 167 167 165.7 160 159.2 158.3
n 2 100
0 740 1648 2754 3690 4064 4423.9
(rpm)
M 2 100
367.4 317.3 292.25 231.98 192 183.08 174.13
(Nm)

The torque converter output characteristic shows the variation of torque and efficiency
on the turbine shaft of the torque converter according to its operating speed. From this
characteristic, we can build the traction characteristics of the car and perform other
dynamic calculations.

1.4. Calculate the gear ratios of the U340 E gearbox

Solenoid One way

Gear Clutch Brake
Hand valve joint
posit gear
ion
S1 S2 C1 C2 C3 B1 B2 B3 F1 F2

47
P Do ON ON

R Back ON ON ON ON

Interme
N diary ON ON

1 ON ON ON ON

2 ON OFF ON ON ON
D
3 OFF OFF ON ON ON

4 OFF ON ON ON ON

1 ON ON ON

2 ON OFF ON ON ON
3

3 OFF OFF ON ON ON

1 ON ON ON ON
2
O
2 ON OFF ON
N
ON ON

L 1 ON ON ON ON ON

From the parameters of the planetary mechanism and working state in the table above,
we can build the transmission ratio and torque of the gearbox links.

* Calculate the transmission ratio i h1

Figure 3.3.2 - Dynamic diagram of gearbox position 1 (series D, 3 or 2)

48
- Transmission ratio is calculated by Willis formula:

{ωS1−p1 ωR1=(1−p1)ωC1 ¿ ¿¿¿

In there:

+ ω S1 , ω C1 , ω R1 , ω S2 , ω C2 , ω R2 are the angular velocities of the sun gear, the guide rod,
and the planetary gear of the front and rear planetary mechanism.
+ p 1 is the transmission ratio from S 1 to R 1 when ω C1 = 0.
zR1 85
p1 =− =−
zS 1 46

+ p 2 is the transmission ratio from S 2 to R 2 when ω C2 = 0.

zR 2 75
p2 =− =−
zS 2 32

+ Clutch C 1 locks ⇒ ω S1 = ω 1

+ Lock F 2 works ⇒ ω R1 = 0

We have again: ω R2 = ω C1 = ω 2

* Calculate the transmission ratio i h2 .

49
 Figure 3.3.3 - Dynamic diagram of gearbox position 2 (D or 3 series)

- Transmission ratio is calculated by Willis formula:

{ωS1−p1 ωR1=(1−p1)ωC1 ¿ ¿¿¿

Clutch C 1 locks ⇒ ω S1 = ω 1

Lock F 1 and brake B 2 are active ⇒ ω S2 = 0

We have: ω R2 = ω C1 = ω 2 , ω C2 = ω R1

⇒
{ω1−p1ωR1=(1−p1 )ω2 ¿ ¿¿¿
p1 p2 ω2
⇔ ω1 + =(1−p 1 )ω 2
1−p 2

( )
p p
⇔ ω1 = 1−p 1− 1 2 ω2
1−p 2

ω1 p1 p2
i2= =1− p 1− ≈1 ,553
⇒ ω2 1− p2

*Calculate the transmission ratio i h3

Figure 3.3.4 - Dynamic diagram of gearbox position 3 (D or 3 series)

- Transmission ratio is calculated by Willis formula:

{ωS1−p1 ωR1=(1−p1)ωC1 ¿ ¿¿¿

50
+ Clutch C 1 locks ⇒ ω S1 = ω 1

+ Clutch C2 locks ω ⇒ C2 = ω R1 = ω 1

We have again: ω R2 = ω C1 = ω 2

⇒
{ ω1−p 1 ω1=(1−p 1 )ω2 ¿ ¿ ¿ ¿
ω1
i3= =1
⇒ ω2

* Calculate the transmission ratio i h4 (Transmission number increases OD).

Figure 3.3.5 - Dynamic diagram of gearbox position 4 (series D)

- Transmission ratio is calculated by Willis formula:

{ωS1−p1 ωR1=(1−p1)ωC1 ¿ ¿¿¿

+ Clutch C2 locks ω ⇒ C2 = ω 1

+ Brake B 1 , B 2 is active, ⇒ ω S2 = 0

We have: ω R2 = ω C1 = ω 2 , ω C2 = ω R1 = ω 1

⇒
{ωS1−p1 ω1=(1−p1 )ω2 ¿ ¿¿¿
ω1 p2
i4= =− ≈0 ,701
⇒ ω2 1− p2

gear ratio (Position R ).

51
 Figure 3.3.6 - Dynamic diagram of the gearbox in reverse gear position
(position R)

- Transmission ratio is calculated by Willis formula:

{ωS1−p1 ωR1=(1−p1)ωC1 ¿ ¿¿¿

+ Clutch C 3 lock ⇒ ω S2 = ω 1

+ Brake B 3 active
⇒ ω R1 = ω C2 = 0

We have again:

ω R2 = ω C1 = ω 2

⇒
{ωS1−0=(1−p1 )ω2 ¿ ¿¿¿ ⇒
iR =
ω1
ω2
= p2 ≈−2, 343

1.5. Building the gear shifting control rule of the U340 automatic
transmission

- On the basis of the method of automatic transmission control, we proceed to build a

diagram for control.

- We see: the controller will take the input signal of throttle opening α and the actual
speed of the vehicle to control the planetary gearbox. This is very important, it brings the
gearbox to operate in the optimal gear ratio range for engine operation in the area with
the best fuel consumption.

52
- When designing a car, the manufacturer always wants the car to be the most fuel-
efficient, meaning the car works with the greatest efficiency (corresponding to point B in
figure 3.9).

-In the engine, at each throttle position there is always a graph of the relationship
between torque M e and fuel consumption g e . At point n g the engine operates with the
lowest fuel consumption, at point n M the engine operates with the largest output
torque.

53
 When the vehicle is operating at its highest efficiency or at point B (α 1 , v 1 ),
there is a case in which both upshift and downshift occur at the same time in the gear
shifting control. At that time, in the gearbox, the controller continuously sends
commands to upshift and downshift, causing the oil valves to continuously open and
close the brakes and clutches, leading to reduced life and uneven operation in the
gearbox, thus losing power. Therefore, in addition to wanting the vehicle to operate in
the most fuel-efficient mode, the upshift control strategy must be at one point and
downshift must be at another point. From figure 3.2, we see that point A is suitable for
downshifting, i.e. increasing the gear ratio, and point C is suitable for upshifting, i.e.
decreasing the gear ratio. From there, we can divide it into 3 regions as follows:

Split area Efficiency Speed

Region 1 (smaller than

Short Low speed
point A)

Zone 2 (from A to C) High Optimal speed

Region 3 (larger than point

Short High speed
C)

From the above analysis, the purpose of the gear shifting strategy is to change
the gear ratio to make the vehicle operate with the most fuel economy or operate in
zone 2. With the following principle:

54
 In case: when the vehicle is operating at a large total resistance (road resistance,
load resistance, uphill resistance, etc.), the vehicle speed decreases and the engine
speed is less than n , meaning low efficiency, low speed (zone 1). At this time, it is
necessary to reduce to a smaller number than the current number or increase the
transmission ratio to increase the torque to overcome resistance and at the same time
make the engine operate at a speed in the range of n to n M , corresponding to the torque
converter operating in zone 2.

Another case: when the vehicle operates at a small total resistance (road
resistance, load resistance, uphill resistance, etc.), the vehicle speed increases and the
engine speed is greater than n M, meaning low efficiency, high speed (zone 3). At this
time, we must increase the gear to a larger number than the current gear or reduce the
transmission ratio to increase the speed and at the same time make the engine operate
at a speed in the range of n to n M , corresponding to the torque converter operating in
zone 2.

While in theory, when the vehicle encounters a large total resistance, it must
downshift and vice versa, in reality, automatic transmissions have a limited gear ratio
or limited gear ratio. With the U340 gearbox, the gear ratio ranges from 0.701 to 2.848.
That is, no matter how large the total resistance is, the gear ratio can only be increased
to 2.848, and vice versa, the gear ratio cannot be reduced to less than 0.701. Therefore,
the gear shifting strategy is implemented according to the following table:

Select gear when Select gear when

vehicle is vehicle is
STT Case
operating in zone operating in zone
1 3

1 next i <i4 - 4

2 i 4 < next i < i 3 3 4

3 i 3 < next i < i 2 2 3

4 i 2 < i next < i 1 1 2

5 i next > i 1 1 -

In cases 2, 3, 4, the number selection is based on the above analysis. In case 1,

in theory, the number must be larger than number 4, but because the mechanical

55
 structure cannot exceed number 4, the controller keeps number 4. Similarly, in case 5,
in theory, the number must be smaller than number 1, but the gearbox is limited by
number 1, so the controller keeps number 1.

1.5.1. Establishing the gear shifting rule of the U340 gearbox

From above we get the values of the number of revolutions of the turbine wheel
n 2 (table 3) corresponding to each corresponding throttle opening angle. We have the
number of revolutions of the torque converter output shaft n 2 and the desired speed v

mm of the driver, we can build the corresponding calculated transmission ratios .

We have: (v/p) (1)

Again there is v=2 π . r bx .n bx (m/p) (2)

From (1), (2) → = = (km/h)

So i TT =

With known vehicle parameters: wheel radius = 0.282 (m), main transmission ratio
= 4.237 and = 3.14.

From the formula for calculating the transmission ratio i TT when n 2 , , we can
calculate the values of i TT .

the above i TT values, we get table 3.5.3

56
Effic
ienc n2 10 30 40 50 60 70 80 90 110 130 140
y v mm

α =20%

75 1320.00 3.30 1.10 0.83 0.66 0.55 0.47 0.41 0.37 0.30 0.25 0.24

80 1725.00 4.31 1.44 1.08 0.86 0.72 0.62 0.54 0.48 0.39 0.33 0.31

91 1896.00 4.74 1.58 1.19 0.95 0.79 0.68 0.59 0.53 0.43 0.36 0.34

80 2075.00 5.31 1.77 1.33 1.06 0.89 0.76 0.66 0.59 0.48 0.41 0.38

α =30%

75 1716.00 4.29 1.43 1.07 0.86 0.72 0.61 0.54 0.48 0.39 0.33 0.31

80 2227.50 5.57 1.86 1.39 1.11 0.93 0.80 0.70 0.62 0.51 0.43 0.40

91 2480.00 6.20 2.07 1.55 1.24 1.03 0.89 0.78 0.69 0.56 0.48 0.44

80 2745.50 6.86 2.29 1.72 1.37 1.14 0.98 0.86 0.76 0.62 0.53 0.49

57
 α = 40%

75 2004.00 5.01 1.67 1.25 1.00 0.84 0.72 0.63 0.56 0.46 0.39 0.36

80 2565.00 6.41 2.14 1.60 1.28 1.07 0.92 0.80 0.71 0.58 0.49 0.46

91 2832.00 7.08 2.36 1.77 1.42 1.18 1.01 0.89 0.79 0.64 0.54 0.51

80 3247.00 8.12 2.71 2.03 1.62 1.35 1.16 1.01 0.90 0.74 0.62 0.58

α =50%

75 2280.00 5.70 1.90 1.43 1.14 0.95 0.81 0.71 0.63 0.52 0.44 0.41

80 3000.00 7.50 2.50 1.88 1.50 1.25 1.07 0.94 0.83 0.68 0.58 0.54

91 3360.00 8.40 2.80 2.10 1.68 1.40 1.20 1.05 0.93 0.76 0.65 0.60

80 3757.00 9.39 3.13 2.35 1.88 1.57 1.34 1.17 1.04 0.85 0.72 0.67

α =60%

75 2448.00 6.12 2.04 1.53 1.22 1.02 0.87 0.77 0.68 0.56 0.47 0.44

80 3300.00 8.25 2.75 2.06 1.65 1.38 1.18 1.03 0.92 0.75 0.63 0.59

91 3664.00 9.16 3.05 2.29 1.83 1.53 1.31 1.15 1.02 0.83 0.70 0.65

58
80 4054.50 10.14 3.38 2.53 2.03 1.69 1.45 1.27 1.13 0.92 0.78 0.72

α =70%

75 2562.00 6.41 2.14 1.60 1.28 1.07 0.92 0.80 0.71 0.58 0.49 0.46

80 3442.50 8.61 2.87 2.15 1.72 1.43 1.23 1.08 0.96 0.78 0.66 0.61

91 3784.00 9.46 3.15 2.37 1.89 1.58 1.35 1.18 1.05 0.86 0.73 0.68

80 4233.00 10.58 3.53 2.65 2.12 1.76 1.51 1.32 1.18 0.96 0.81 0.76

α =80%

75 2700.00 6.75 2.25 1.69 1.35 1.13 0.96 0.84 0.75 0.61 0.52 0.48

80 3600.00 9.00 3.00 2.25 1.80 1.50 1.29 1.13 1.00 0.82 0.69 0.64

91 3936.00 9.84 3.28 2.46 1.97 1.64 1.41 1.23 1.09 0.89 0.76 0.70

80 4403.00 11.01 3.67 2.75 2.20 1.83 1.57 1.38 1.22 1.00 0.85 0.79

α=90%

75 2730.00 6.83 2.28 1.71 1.37 1.14 0.98 0.85 0.76 0.62 0.53 0.49

80 3660.00 9.15 3.05 2.29 1.83 1.53 1.31 1.14 1.02 0.83 0.70 0.65

59
91 4040.00 10.10 3.37 2.53 2.02 1.68 1.44 1.26 1.12 0.92 0.78 0.72

80 4505.00 11.26 3.75 2.82 2.25 1.88 1.61 1.41 1.25 1.02 0.87 0.80

α=100%

75 2754.00 6.89 2.30 1.72 1.38 1.15 0.98 0.86 0.77 0.63 0.53 0.49

80 3690.00 9.23 3.08 2.31 1.85 1.54 1.32 1.15 1.03 0.84 0.71 0.66

91 4064.00 10.16 3.39 2.54 2.03 1.69 1.45 1.27 1.13 0.92 0.78 0.73

80 4530.50 11.33 3.78 2.83 2.27 1.89 1.62 1.42 1.26 1.03 0.87 0.81

60
1.5.2. How to select the gear ratio value to control upshift and downshift

According to the above analysis, we must find two values of the ratio at which two
conditions must be satisfied at the same time:

* Condition 1:

The selected transmission ratios must be within the allowable transmission ratio range
of the U340 gearbox (from 0.701 ÷ 2.848). From here, we can eliminate unsatisfactory
transmission ratios, shown by the blackened and crossed-out values on the table, which
are values outside the calculation range of the U340 gearbox.

* Condition 2:

- From the remaining gear ratio values, combine with the torque converter
characteristic curve graph to make the vehicle operate with the most fuel economy,
specifically take the torque converter efficiency value η ≥ 80%

- From the appropriate values selected in table 4, we will find 2 values i h1 and i h2
which are respectively 2 values n 2 and 2 vehicle speeds, and i h1 is the limit for
increasing the transmission ratio (reducing gear), i h2 is the limit for reducing the
transmission ratio (increasing gear).

Threshold for shifting between 1st and 2nd gears

Engine load Speed of upshift Downshift speed

α =20 % 10 km/h 3km/h

α =30 % 10 km/h 7km/h

α =40 % 15 km/h 10km/h

α =50 % 20 km/h 13km/h

α =60 % 25 km/h 15km/h

α =70 % 28 km/h 18km/h

α =80 % 31.5 km/h 22km/h

α =90 % 38 km/h 28km/h

61
 α =100 % 40km/h 30km/h

Threshold for shifting between 2nd and 3rd gears

α =20 % 40 km/h 25km/h

α =30 % 45 km/h 33km/h

α =40 % 50 km/h 40km/h

α =50 % 60 km/h 45km/h

α =60 % 64 km/h 50km/h

α =70 % 68 km/h 55km/h

α =80 % 72 km/h 58km/h

α =90 % 77 km/h 63km/h

α =100 % 80km/h 68 km/h

Threshold for shifting between 3rd and 4th gears

α =20 % 58 km/h 48km/h

α =30 % 68 km/h 55km/h

α =40 % 80 km/h 65km/h

α =50 % 90 km/h 72km/h

α =60 % 95 km/h 80km/h

α =70 % 100 km/h 85 km/h

α =80 % 105 km/h 90km/h

α =90 % 107km/h 95km/h

α =100 % 110km/h 100km/h

Once we have the gear ratio values at each upshift and downshift position, we
can build a gear shifting graph. With the horizontal axis representing the vehicle's
speed and the vertical axis representing the throttle position, we connect all the gear

62
ratio values at the time of upshifting, and similarly connect all the gear ratio values at
the time of downshifting to get a gear shifting rule graph as shown in Figure 3.5.5

chuyen so
100

90
2-1 3-2 4-3
80

70

1-2 2-3 3-4

60
vi ti buom ga(%)

50

40

30

20

10

0
0 20 40 60 80 100 120
V(km/h)

63
 CONCLUSION AND RECOMMENDATIONS

Through the contents presented above, my project has achieved the initial
calculation goals. The main results that the project has achieved include:

- Give an overview of the types of automatic transmissions used in cars, the advantages
and disadvantages of automatic transmissions.

- Analyzed the structural and operational characteristics of the U340E automatic

transmission installed on the 2017 Toyota Camry.

- Establish a gear shifting rule for automatic transmission. The gear shifting rule is the
timing of shifting gears (upshifting or downshifting) based on two main signals: engine
load (throttle opening) and vehicle speed.

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 REFERENCES

[1]. Nguyen Huu Can, Phan Dinh Kien (1986), Design and calculation of
tractors, University and Technical College Publishing House.

[2]. Nguyen Huu Can, Du Quoc Thinh, Pham Minh Thai, Nguyen Van Tai
(1996), Theory of tractors, Science and Technology Publishing House, Hanoi.

[3]. Nguyen Huu Can (2000), Automobile theory, Science and Technology
Publishing House, University and Vocational High School Publishing House

[4]. Nguyen Khac Trai (2006), Automobile design basis, Transport Publishing
House.

[5]. Nguyen Khac Trai (2006), Structure of car transmission system, Transport
Publishing House

[6]. Nguyen Trong Hoan (2003), Car design and calculation, Internal circulation
document, Hanoi University of Science and Technology.

[7]. Tran Van Nghia (2004), Applied informatics in mechanical design,

Education Publishing House.

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