working of power steering

Power steering helps drivers steer vehicles by augmenting steering effort of the steering wheel. Hydraulic or electric actuators add controlled energy to the steering mechanism, so the driver needs to provide only modest effort regardless of conditions. Power steering helps considerably when a vehicle is stopped or moving slowly. As well, power steering provides some feedback of forces acting on the front wheels to give an ongoing sense of how the wheels are interacting with the road; this is typically called "rοad feel"·
Representative power steering systems for cars augment steering effort via an actuator, a hydraulic cylinder, which is part of a servo system. These systems have a direct mechanical connection between the steering wheel and the linkage that steers the wheels. This means that power-steering system failure (to augment effort) still permits the vehicle to be steered using manual effort alone.
Other power steering systems (such as those in the largest off-road construction vehicles) have no direct mechanical connection to the steering linkage; they require power. Systems of this kind, with no mechanical connection, are sometimes called "drive by wire" or "steer by wire", by analogy with aviation's "fly-by-wire". In this context, "wire" refers to electrical cables that carry power and data, not thin-wire-rope mechanical control cables.
In other power steering systems, electric motors provide the assistance instead of hydraulic systems. As with hydraulic types, power to the actuator (motor, in this case) is controlled by the rest of the power-steering system.
Some construction vehicles have a two-part frame with a rugged hinge in the middle; this hinge allows the front and rear axles to become non-parallel to steer the vehicle. Opposing hydraulic cylinders move the halves of the frame relative to each other to steer


History
The first power steering system on an automobile was apparently installed in 1876 by a man with the surname of Fitts. Little else is known about him. The next power steering system was put on a Columbia 5-ton truck in 1903.^[1]
Robert E. Twyford, a resident of Pittsburgh, Pennsylvania, USA, included a mechanical power steering mechanism as part of his patent (U.S. Patent 646,477) issued on April 3, 1900 for the first four wheel drive system.^[2]
Francis W. Davis, an engineer of the truck division of Pierce Arrow began exploring how steering could be made easier, and in 1926 invented and demonstrated the first practical power steering system.^[3][4][5] Davis moved to General Motors and refined the hydraulic-assisted power steering system, but the automaker calculated it would be too expensive to produce.^[6] Davis then signed up with Bendix, a parts manufacturer for automakers. Military needs during World War II for easier steering on heavy vehicles boosted the need for power assistance on armored cars and tank-recovery vehicles for the British and American armies.^[6]
Chrysler Corporation introduced the first commercially available passenger car power steering system on the 1951 Chrysler Imperial under the name "Hydraguide".^[7] The Chrysler system was based on some of Davis' expired patents. General Motors introduced the 1952 Cadillac with a power steering system using the work Davis had done for the company almost twenty years earlier.^[8]
Charles F. Hammond, an American, born in Detroit, filed several patents for improvements of power steering with the Canadian Intellectual Property Office in 1958.^[9][10][11]
Most new vehicles now have power steering, owing to the trends toward front wheel drive, greater vehicle mass, and wider tires, which all increase the required steering effort. Heavier vehicles as common in some countries would be extremely difficult to maneuver at low speeds, while vehicles of lighter weight may not need power assisted steering at all.

 Hydraulic systems

A power steering fluid reservoir and pulley driven pump

Most power steering systems work by using a hydraulic system to steer the vehicle's wheels.^{[citation needed]} The hydraulic pressure typically comes from a gerotor or rotary vane pump driven by the vehicle's engine. A double-acting hydraulic cylinder applies a force to the steering gear, which in turn steers the roadwheels. The steering wheel operates valves to control flow to the cylinder. The more torque the driver applies to the steering wheel and column, the more fluid the valves allow through to the cylinder, and so the more force is applied to steer the wheels.
One design for measuring the torque applied to the steering wheel has a torque sensor – a torsion bar at the lower end of the steering column. As the steering wheel rotates, so does the steering column, as well as the upper end of the torsion bar. Since the torsion bar is relatively thin and flexible, and the bottom end usually resists being rotated, the bar will twist by an amount proportional to the applied torque. The difference in position between the opposite ends of the torsion bar controls a valve. The valve allows fluid to flow to the cylinder which provides steering assistance; the greater the "twist" of the torsion bar, the greater the force.
Since the hydraulic pumps are positive-displacement type, the flow rate they deliver is directly proportional to the speed of the engine. This means that at high engine speeds the steering would naturally operate faster than at low engine speeds. Because this would be undesirable, a restricting orifice and flow-control valve direct some of the pump's output back to the hydraulic reservoir at high engine speeds. A pressure relief valve prevents a dangerous build-up of pressure when the hydraulic cylinder's piston reaches the end of its stroke.
Some modern systems also include an electronic control valve to reduce the hydraulic supply pressure as the vehicle's speed increases; this is variable-assist power steering.
The steering booster is arranged so that should the booster fail, the steering will continue to work (although the wheel will feel heavier). Loss of power steering can significantly affect the handling of a vehicle. Each vehicle owner's manual gives instructions for inspection of fluid levels and regular maintenance of the power steering system.
The working liquid, also called "hydraulic fluid" or "oil", is the medium by which pressure is transmitted. Common working liquids are based on mineral oil.

 DIRAVI

Main article: DIRAVI

In the DIRAVI system invented by Citroën, the force steering the wheels comes from the car's high pressure hydraulic system and is always the same no matter what the road speed is. Turning the steering wheel moves the wheels simultaneously to a corresponding angle via a hydraulic cylinder. In order to give some artificial steering feel, there is a separate hydraulically operated system that tries to turn the steering wheel back to centre position. The amount of pressure applied is proportional to road speed, so that at low speeds the steering is very light, and at high speeds it is very difficult to move more than a small amount off centre.
As long as there is pressure in the car's hydraulic system, there is no mechanical connection between the steering wheel and the roadwheels. This system was first introduced in the Citroën SM in 1970, and was known as 'VariPower' in the UK and 'SpeedFeel' in the U.S.
While DIRAVI is not the mechanical template for all modern power steering arrangements, it did innovate the now common benefit of speed sensitive steering.
In the late 1960s, General Motors offered a variable-ratio power steering system as an option on Pontiac and other vehicles.

 Electro-hydraulic systems

Electro-hydraulic power steering systems, sometimes abbreviated EHPS, and also sometimes called "hybrid" systems, use the same hydraulic assist technology as standard systems, but the hydraulic pressure comes from a pump driven by an electric motor instead of a drive belt at the engine.
In 1965, Ford experimented with a fleet of "wrist-twist instant steering" equipped Mercury Park Lanes that replaced the conventional large steering wheel with two 5-inch (127 mm) rings, a fast 15:1 gear ratio, and an electric hydraulic pump in case the engine stalled.^[12][13]
In 1990, Toyota introduced its second-generation MR2 with electro-hydraulic power steering. This avoided running hydraulic lines from the engine (which was behind the driver in the MR2) up to the steering rack. In 1994 Volkswagen produced the Mark 3 Golf Ecomatic, with an electric pump. This meant that the power steering would still operate while the engine was stopped by the computer to save fuel.^[14] Electro-hydraulic systems can be found in some cars by Ford, Volkswagen, Audi, Peugeot, Citroen, SEAT, Skoda, Suzuki, Opel, MINI, Toyota, Honda, and Mazda.

 Servotronic

Servotronic offers true speed-dependent power steering, in which the amount of servo assist depends on road speed, and thus provides even more comfort for the driver. The amount of power assist is greatest at low speeds, for example when parking the car. At higher speeds, an electronic sensing system gradually reduces the level of power assist. In this way, the driver can control the car even more precisely than with conventional power steering. A number of automakers use Servotronic, including Audi, General Motors, BMW, Volkswagen, Volvo, SEAT, Lancia and Porsche.

 Electric systems

Electric power steering (EPS or EPAS) uses an electric motor to assist the driver of a vehicle. Sensors detect the position and torque of the steering column, and a computer module applies assistive torque via the motor, which connects to either the steering gear or steering column. This allows varying amounts of assistance to be applied depending on driving conditions. Engineers can therefore tailor steering-gear response to variable-rate and variable-damping suspension systems, optimizing ride, handling, and steering for each vehicle.^[15] On Fiat group cars the amount of assistance can be regulated using a button named "CITY" that switches between two different assist curves, while most other EPS systems have variable assist. These give more assistance as the vehicle slows down, and less at faster speeds. In the event of component failure that fails to provide assistance, a mechanical linkage such as a rack and pinion serves as a back-up in a manner similar to that of hydraulic systems.
Electric systems have an advantage in fuel efficiency because there is no belt-driven hydraulic pump constantly running, whether assistance is required or not, and this is a major reason for their introduction. Another major advantage is the elimination of a belt-driven engine accessory, and several high-pressure hydraulic hoses between the hydraulic pump, mounted on the engine, and the steering gear, mounted on the chassis. This greatly simplifies manufacturing and maintenance. By incorporating electronic stability control electric power steering systems can instantly vary torque assist levels to aid the driver in corrective maneuvers.^[16]
The first electric power steering system appeared on the Suzuki Cervo in 1988. Today a number of manufacturers use electric power steering.

 Electrically variable gear ratio systems

In 2000, Honda launched the S2000 Type V equipped with the world's first electric power variable gear ratio steering (VGS) system.^[17][18] In 2003, Toyota introduced their own "Variable Gear Ratio Steering (VGRS)" system introduced on the Lexus LX 470 and Landcruiser Cygnus, and also incorporated the electronic stability control system to alter steering gear ratios and steering assist levels. In 2003, BMW introduced their "Active Steering" system on the 5-series.^[19]
This system should not be confused with variable assist power steering, which varies steering assist torque, not steering ratios, nor with systems where the gear ratio is only varied as a function of steering angle. These last are more accurately called non-linear types; a plot of steering-wheel position versus axle steering angle is progressively curved (and symmetrical).

 

"TECHNOLOGY BEHIND TOUCH SCREEN"

A touchscreen is an electronic visual display that can detect the presence and location of a touch within the display area. The term generally refers to touching the display of the device with a finger or hand. Touchscreens can also sense other passive objects, such as a stylus. Touchscreens are common in devices such as game consoles, all-in-one computers, tablet computers, and smartphones.
The touchscreen has two main attributes. First, it enables one to interact directly with what is displayed, rather than indirectly with a pointer controlled by a mouse or touchpad. Secondly, it lets one do so without requiring any intermediate device that would need to be held in the hand (other than a stylus, which is optional for most modern touchscreens). Such displays can be attached to computers, or to networks as terminals. They also play a prominent role in the design of digital appliances such as the personal digital assistant (PDA), satellite navigation devices, mobile phones, and video games.
The popularity of smartphones, tablet computers, portable video game consoles and many types of information appliances is driving the demand and acceptance of common touchscreens, for portable and functional electronics. With a display of a simple smooth surface, and direct interaction without any hardware (keyboard or mouse) between the user and content, fewer accessories are required. Touchscreens are popular in the medical field, and in heavy industry, as well as kiosks such as museum displays or room automation, where keyboard and mouse systems do not allow a suitably intuitive, rapid, or accurate interaction by the user with the display's content.
Historically, the touchscreen sensor and its accompanying controller-based firmware have been made available by a wide array of after-market system integrators, and not by display, chip, or motherboard manufacturers. Display manufacturers and chip manufacturers worldwide have acknowledged the trend toward acceptance of touchscreens as a highly desirable user interface component and have begun to integrate touchscreens into the fundamental design of their products.

A child solves a computerized puzzle using a touchscreen.

History

The prototype^[1] x-y mutual capacitance touchscreen (left) developed at CERN^[2][3] in 1977 by Bent Stumpe, a Danish electronics engineer, for the control room of CERN’s accelerator SPS (Super Proton Synchrotron). This was a further development of the self-capacitance screen (right), also developed by Stumpe at CERN^[4] in 1972.

The first touch screen was a capacitive touch screen developed by American inventor G Samuel Hurst. The inventor briefly described his work in a short article published in 1965^[5] and then more fully - along with photographs and diagrams - in an article published in 1967.^[6] A description of the applicability of the touch technology for air traffic control was described in an article published in 1968.^[7]
From 1979–1985, the Fairlight CMI (and Fairlight CMI IIx) was a high-end musical sampling and re-synthesis workstation that utilized light pen technology, with which the user could allocate and manipulate sample and synthesis data, as well as access different menus within its OS by touching the screen with the light pen. The later Fairlight series IIT models used a graphics tablet in place of the light pen. The HP-150 from 1983 was one of the world's earliest commercial touchscreen computers. Similar to the PLATO IV system, the touch technology used employed infrared transmitters and receivers mounted around the bezel of its 9" Sony Cathode Ray Tube (CRT), which detected the position of any non-transparent object on the screen.
An early attempt at a handheld game console with touchscreen controls was Sega's intended successor to the Game Gear, though the device was ultimately shelved and never released due to the expensive cost of touchscreen technology in the early 1990s. Touchscreens would not be popularly used for video games until the release of the Nintendo DS in 2004.^[8] Until recently, most consumer touchscreens could only sense one point of contact at a time, and few have had the capability to sense how hard one is touching. This has changed with the commercialization of multi-touch technology.


Technologies
There are a variety of touchscreen technologies that have different methods of sensing touch.


Resistive

Main article: Resistive touchscreen

A resistive touchscreen panel comprises several layers, the most important of which are two thin, transparent electrically-resistive layers separated by a thin space. These layers face each other, with a thin gap between. One resistive layer is a coating on the underside of the top surface of the screen. Just beneath it is a similar resistive layer on top of its substrate. One layer has conductive connections along its sides, the other along top and bottom.
When an object, such as a fingertip or stylus tip, presses down on the outer surface, the two layers touch to become connected at that point: The panel then behaves as a pair of voltage dividers, one axis at a time. For a short time, the associated electronics (device controller) applies a voltage to the opposite sides of one layer, while the other layer senses the proportion (think percentage) of voltage at the contact point. That provides the horizontal [x] position. Then, the controller applies a voltage to the top and bottom edges of the other layer (the one that just sensed the amount of voltage); the first layer now senses height [y]. The controller rapidly alternates between these two modes. As well, it sends position data to the CPU in the device, where it's interpreted according to what the user is doing.
Resistive touch is used in restaurants, factories and hospitals due to its high resistance to liquids and contaminants. A major benefit of resistive touch technology is its low cost. Disadvantages include the need to press down, and a risk of damage by sharp objects. Resistive touchscreens also suffer from poorer contrast, due to having additional reflections from the extra layer of material placed over the screen.

 Surface acoustic wave

Main article: Surface acoustic wave

Surface acoustic wave (SAW) technology uses ultrasonic waves that pass over the touchscreen panel. When the panel is touched, a portion of the wave is absorbed. This change in the ultrasonic waves registers the position of the touch event and sends this information to the controller for processing. Surface wave touchscreen panels can be damaged by outside elements. Contaminants on the surface can also interfere with the functionality of the touchscreen.^[9]

 Capacitive

Capacitive touchscreen of a mobile phone

Main article: Capacitive sensing

A capacitive touchscreen panel consists of an insulator such as glass, coated with a transparent conductor such as indium tin oxide (ITO).^[10][11] As the human body is also an electrical conductor, touching the surface of the screen results in a distortion of the screen's electrostatic field, measurable as a change in capacitance. Different technologies may be used to determine the location of the touch. The location is then sent to the controller for processing. Unlike a resistive touchscreen, one cannot use a capacitive touchscreen through most types of electrically insulating material, such as gloves; one requires a special capacitive stylus, or a special-application glove with an embroidered patch of conductive thread passing through it and contacting the user's fingertip. This disadvantage especially affects usability in consumer electronics, such as touch tablet PCs and capacitive smartphones in cold weather.

 Surface capacitance

In this basic technology, only one side of the insulator is coated with a conductive layer. A small voltage is applied to the layer, resulting in a uniform electrostatic field. When a conductor, such as a human finger, touches the uncoated surface, a capacitor is dynamically formed. The sensor's controller can determine the location of the touch indirectly from the change in the capacitance as measured from the four corners of the panel. As it has no moving parts, it is moderately durable but has limited resolution, is prone to false signals from parasitic capacitive coupling, and needs calibration during manufacture. It is therefore most often used in simple applications such as industrial controls and kiosks.^[12]

 Projected capacitance

Back site of Multitouch Globe create on base of Projected Capacitive Touch (PCT) technology.

Projected Capacitive Touch (PCT) technology is a capacitive technology which permits more accurate and flexible operation. An X-Y grid is formed either by etching a single conductive layer to form a grid pattern of electrodes, or by etching two separate, perpendicular layers of conductive material with parallel lines or tracks to form the grid (comparable to the pixel grid found in many LCD displays) that the conducting layers can be coated with further protective insulating layers, and operate even under screen protectors, or behind weather- and vandal-proof glass. Due to the top layer of a PCT being glass, it is a more robust solution than resistive touch technology. Depending on the implementation, an active or passive stylus can be used instead of or in addition to a finger. This is common with point of sale devices that require signature capture. Gloved fingers may or may not be sensed, depending on the implementation and gain settings. Conductive smudges and similar interference on the panel surface can interfere with the performance. Such conductive smudges come mostly from sticky or sweaty finger tips, especially in high humidity environments. Collected dust, which adheres to the screen due to the moisture from fingertips can also be a problem. There are two types of PCT: Self Capacitance and Mutual Capacitance. A PCT screen consists of an insulator such as glass or foil, coated with a transparent conductor – sensing (Copper, ATO, Nanocarbon or ITO). As the human finger (is also a conductor) touching the surface of the screen results in a distortion of the local electrostatic field, measurable as a change in capacitance.Now PCT used mutual capacitance, which is the more common projected capacitive approach and makes use of the fact that most conductive objects are able to hold a charge if they are very close together. If another conductive object, in this case a finger, bridges the gap, the charge field is interrupted and detected by the controller. All PCT touch screens are made up of an electrode - a matrix of rows and columns. The capacitance can be changed at every individual point on the grid (intersection). It can be measured to accurately determine the exactly touch location.^[13] All projected capacitive touch (PCT) solutions have three key features in common: • Sensor as matrix of rows and columns. • Sensor lies behind the touch surface. • Sensor does not use any moving parts.

 Mutual capacitance

In mutual capacitive sensors, there is a capacitor at every intersection of each row and each column. A 16-by-14 array, for example, would have 224 independent capacitors. A voltage is applied to the rows or columns. Bringing a finger or conductive stylus close to the surface of the sensor changes the local electrostatic field which reduces the mutual capacitance. The capacitance change at every individual point on the grid can be measured to accurately determine the touch location by measuring the voltage in the other axis. Mutual capacitance allows multi-touch operation where multiple fingers, palms or styli can be accurately tracked at the same time.

 Self-capacitance

Self-capacitance sensors can have the same X-Y grid as mutual capacitance sensors, but the columns and rows operate independently. With self-capacitance, the capacitive load of a finger is measured on each column or row electrode by a current meter. This method produces a stronger signal than mutual capacitance, but it is unable to resolve accurately more than one finger, which results in "ghosting", or misplaced location sensing.

 Infrared

Infrared sensors mounted around the display watch for a user's touchscreen input on this PLATO V terminal in 1981. The monochromatic plasma display's characteristic orange glow is illustrated.

An infrared touchscreen uses an array of X-Y infrared LED and photodetector pairs around the edges of the screen to detect a disruption in the pattern of LED beams. These LED beams cross each other in vertical and horizontal patterns. This helps the sensors pick up the exact location of the touch. A major benefit of such a system is that it can detect essentially any input including a finger, gloved finger, stylus or pen. It is generally used in outdoor applications and point of sale systems which can't rely on a conductor (such as a bare finger) to activate the touchscreen. Unlike capacitive touchscreens, infrared touchscreens do not require any patterning on the glass which increases durability and optical clarity of the overall system.

 Optical imaging

This is a relatively modern development in touchscreen technology, in which two or more image sensors are placed around the edges (mostly the corners) of the screen. Infrared back lights are placed in the camera's field of view on the other side of the screen. A touch shows up as a shadow and each pair of cameras can then be pinpointed to locate the touch or even measure the size of the touching object (see visual hull). This technology is growing in popularity, due to its scalability, versatility, and affordability, especially for larger units.

 Dispersive signal technology

Introduced in 2002 by 3M, this system uses sensors to detect the Piezoelectricity in the glass that occurs due to a touch. Complex algorithms then interpret this information and provide the actual location of the touch.^[14] The technology claims to be unaffected by dust and other outside elements, including scratches. Since there is no need for additional elements on screen, it also claims to provide excellent optical clarity. Also, since mechanical vibrations are used to detect a touch event, any object can be used to generate these events, including fingers and stylus. A downside is that after the initial touch the system cannot detect a motionless finger.

 Acoustic pulse recognition

In this system, introduced by Tyco International's Elo division in 2006, the key to the invention is that a touch at each position on the glass generates a unique sound. Four tiny transducers attached to the edges of the touchscreen glass pick up the sound of the touch. The sound is then digitized by the controller and compared to a list of prerecorded sounds for every position on the glass. The cursor position is instantly updated to the touch location. APR is designed to ignore extraneous and ambient sounds, since they do not match a stored sound profile. APR differs from other attempts to recognize the position of touch with transducers or microphones, in using a simple table lookup method rather than requiring powerful and expensive signal processing hardware to attempt to calculate the touch location without any references.^[15] The touchscreen itself is made of ordinary glass, giving it good durability and optical clarity. It is usually able to function with scratches and dust on the screen with good accuracy. The technology is also well suited to displays that are physically larger. Similar to the Dispersive Signal Technology system, after the initial touch, a motionless finger cannot be detected. However, for the same reason, the touch recognition is not disrupted by any resting objects.

 Construction

There are several principal ways to build a touchscreen. The key goals are to recognize one or more fingers touching a display, to interpret the command that this represents, and to communicate the command to the appropriate application.
In the most popular techniques, the capacitive or resistive approach, there are typically four layers:

1. Top polyester coated with a transparent metallic conductive coating on the bottom
2. Adhesive spacer
3. Glass layer coated with a transparent metallic conductive coating on the top
4. Adhesive layer on the backside of the glass for mounting.

When a user touches the surface, the system records the change in the electrical current that flows through the display.
Dispersive-signal technology which 3M created in 2002, measures the piezoelectric effect — the voltage generated when mechanical force is applied to a material — that occurs chemically when a strengthened glass substrate is touched.
There are two infrared-based approaches. In one, an array of sensors detects a finger touching or almost touching the display, thereby interrupting light beams projected over the screen. In the other, bottom-mounted infrared cameras record screen touches.
In each case, the system determines the intended command based on the controls showing on the screen at the time and the location of the touch.

 Development

Most touchscreen patents were filed during the 1970s and 1980s and have expired. Touchscreen component manufacturing and product design are no longer encumbered by royalties or legalities with regard to patents and the use of touchscreen-enabled displays is widespread.
The development of multipoint touchscreens facilitated the tracking of more than one finger on the screen; thus, operations that require more than one finger are possible. These devices also allow multiple users to interact with the touchscreen simultaneously.
With the growing use of touchscreens, the marginal cost of touchscreen technology is routinely absorbed into the products that incorporate it and is nearly eliminated. Touchscreens now have proven reliability. Thus, touchscreen displays are found today in airplanes, automobiles, gaming consoles, machine control systems, appliances, and handheld display devices including the Nintendo DS and the later multi-touch enabled iPhones; the touchscreen market for mobile devices is projected to produce US$5 billion in 2009.^[16]
The ability to accurately point on the screen itself is also advancing with the emerging graphics tablet/screen hybrids.
TapSense, announced in October 2011, allows touchscreens to distinguish what part of the hand was used for input, such as the fingertip, knuckle and fingernail. This could be used in a variety of ways, for example, to copy and paste, to capitalize letters, to active different drawing modes, and similar. ^[17][18]

 Ergonomics and usage

 Fingernail as stylus

Pointed nail for easier typing. The concept of using a fingernail trimmed to form a point, to be specifically used as a stylus on a writing tablet for communication, appeared in the 1950 science fiction short story Scanners Live in Vain.

These ergonomic issues of direct touch can be bypassed by using a different technique, provided that the user's fingernails are either short or sufficiently long. Rather than pressing with the soft skin of an outstretched fingertip, the finger is curled over, so that the tip of a fingernail can be used instead. This method does not work on capacitive touchscreens.
The fingernail's hard, curved surface contacts the touchscreen at one very small point. Therefore, much less finger pressure is needed, much greater precision is possible (approaching that of a stylus, with a little experience), much less skin oil is smeared onto the screen, and the fingernail can be silently moved across the screen with very little resistance,^{[citation needed]} allowing for selecting text, moving windows, or drawing lines.
The human fingernail consists of keratin which has a hardness and smoothness similar to the tip of a stylus (and so will not typically scratch a touchscreen). Alternatively, very short stylus tips are available, which slip right onto the end of a finger; this increases visibility of the contact point with the screen.

 Fingerprints

Touchscreens can suffer from the problem of fingerprints on the display. This can be mitigated by the use of materials with optical coatings designed to reduce the visible effects of fingerprint oils, or oleophobic coatings as used in the iPhone 3G S, which lessen the actual amount of oil residue, or by installing a matte-finish anti-glare screen protector, which creates a slightly roughened surface that does not easily retain smudges, or by reducing skin contact by using a fingernail or stylus.

 Combined with haptics

Touchscreens are often used with haptic response systems. An example of this technology would be a system that caused the device to vibrate when a button on the touchscreen was tapped. The user experience with touchscreens lacking tactile feedback or haptics can be difficult due to latency or other factors. Research from the University of Glasgow Scotland [Brewster, Chohan, and Brown 2007 and more recently Hogan] demonstrates that sample users reduce input errors (20%), increase input speed (20%), and lower their cognitive load (40%) when touchscreens are combined with haptics or tactile feedback [vs. non-haptic touchscreens].

 Gorilla arm

The Jargon File dictionary of hacker slang defined "gorilla arm" as the failure to understand the ergonomics of vertically mounted touchscreens for prolonged use. By this proposition the human arm held in an unsupported horizontal position rapidly becomes fatigued and painful, the so-called "gorilla arm".^[19] It is often cited as a prima facie example of what not to do in ergonomics. Vertical touchscreens still dominate in applications such as ATMs and data kiosks in which the usage is too brief to be an ergonomic problem.^{[citation needed]}
Discomfort might be caused by previous poor posture and atrophied muscular systems caused by limited physical exercise.^[20] Fine art painters are also often subject to neck and shoulder pains due to their posture and the repetitiveness of their movements while painting.^[21]

"WORKING OF AUTOMATIC TRANSMITION GEARS IN AUTOMOBILES"

An automatic transmission (also called automatic gearbox) is one type of motor vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing the driver from having to shift gears manually. Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the output shaft of the transmission.
Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment. Some machines with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use a torque converter to provide a variable gearing of the engine to the wheels.
Besides automatics, there are also other types of automated transmissions such as continuous variable transmissions (CVTs) and semi-automatic transmissions, that free the driver from having to shift gears manually, by using the transmission's computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other transmissions, automatic transmissions differ significantly in internal operation and driver's feel from semi-automatics and CVTs. An automatic uses a torque converter instead of clutch to manage the connection between the transmission gearing and the engine. In contrast, a CVT uses a belt or other torque transmission schema to allow an "infinite" number of gear ratios instead of a fixed number of gear ratios. A semi-automatic retains a clutch like a manual transmission, but controls the clutch through electrohydraulic means.
A conventional manual transmission is frequently the base equipment in a car, with the option being an automated transmission such as a conventional automatic, semi-automatic, or CVT. The ability to shift gears manually, often via paddle shifters, can also be found on certain automated transmissions (manumatics such as Tiptronic), semi-automatics (BMW SMG), and continuous variable transmissions (CVTs) (such as Lineartronic).
The first automatic transmissions were developed by General Motors during the 1930s and introduced in the 1940 Oldsmobile as the "Hydra-Matic" transmission. They were incorporated into GM-built tanks during WW-II and, after the war, GM marketed them as being "battle-tested....




Comparison with manual transmission


Most cars sold in North America since the 1950s have been available with an automatic transmission. Conversely, automatic transmission is less popular in Europe, with 80% of drivers opting for manual transmission.^[1] In some Asian markets and in Australia, automatic transmissions have become very popular since the 1990s^{[citation needed]}.
Vehicles equipped with automatic transmissions are less complex to drive. Consequently, in some jurisdictions, drivers who have passed their driving test in a vehicle with an automatic transmission will not be licensed to drive a manual transmission vehicle. Conversely, a manual license will allow the driver to drive both manual and automatic vehicles. Examples of driving license restrictions are Croatia, Dominican Republic, Israel, United Kingdom, some states in Australia, France, Portugal, Latvia, Lebanon, Lithuania, Ireland, Belgium, Germany, Pakistan, the Netherlands, Sweden, Austria, Norway, Hungary, South Africa, Trinidad and Tobago, Japan, China, Hong Kong, Macau, Mauritius, South Korea, Romania, Singapore, Philippines, United Arab Emirates, India, Estonia, Finland, Switzerland, Slovenia, Republic of Ireland and New Zealand (Restricted licence only)^..




Automatic transmission modes
Conventionally, in order to select the transmission operating mode, the driver moves a selection lever located either on the steering column or on the floor (as with a manual on the floor, except that most automatic selectors on the floor don't move in the same type of pattern as a manual lever; most automatic levers only move vertically). In order to select modes, or to manually select specific gear ratios, the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmissions often used a P-N-D-L-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to driver error causing unintentional gear selection, as well as the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers.
Automatic transmissions have various modes depending on the model and make of the transmission. Some of the common modes include

Park (P)

This selection mechanically locks the output shaft of transmission, restricting the vehicle from moving in any direction. A parking pawl prevents the transmission from rotating, and therefore the vehicle from moving, although the vehicle's non-driven roadwheels may still rotate freely. For this reason, it is recommended to use the hand brake (or parking brake) because this actually locks (in most cases) the rear wheels and prevents them from moving. This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin. An efficiently adjusted hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear during early morning fast-idle engine warm-ups^{[citation needed]}. It should be noted that locking the transmission output shaft using park does not positively lock the driving wheels. If one driving wheel has little vertical load it will tend to slip, and will rotate in the opposite direction to the more heavily loaded non-slipping wheel. Only a (properly adjusted) parking brake can be relied upon to positively lock both of the parking-braked wheels. (This is not the case with certain 1950's Chrysler products that carried their parking brake on the transmission tailshaft, a defect compounded by the provision of a bumper jack). It is typical of front-wheel-drive vehicles for the parking brake to be on the rear (non-driving) wheels, so use of both the parking brake and the transmission park lock provides the greatest security against unintended movement on slopes.

A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. Usually, Park (P) is one of only two selections in which the car's engine can be started, the other being Neutral (N). In many modern cars and trucks, the driver must have the foot brake applied before the transmission can be taken out of park. The Park position is omitted on buses/coaches with automatic transmission (on which a parking pawl is not practical), which must be placed in neutral with the parking brakes set. Advice is given in some owner's manuals (example: 1997 Oldsmobile Cutlass Supreme owner's manual) that if the vehicle is parked on a steep slope using the park lock only, it may not be possible to release the park lock (move the selector lever out of "P"). Another vehicle may be required to push the stuck vehicle uphill slightly to remove the loading on the park lock pawl.

Most automobiles require P or N to be set on the selector lever before the internal combustion engine can be started. This is typically achieved via a normally open inhibitor switch, which is wired in series with the starter motor engagement circuit, and is only closed when P or N is selected, thus completing the circuit (when the key is turned to the start position), in association with any other checks used on newer cars such as brakes needing to be applied.

Reverse (R)

This engages reverse gear within the transmission, permitting the vehicle to be driven backwards. In order for the driver to select reverse in modern transmissions, they must come to a complete stop, push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission^{[citation needed]}. Many modern automatic transmissions have a safety mechanism in place, which does to some extent prevent (but does not completely avoid) inadvertently putting the car in reverse when the vehicle is moving forwards. This mechanism usually consists of a solenoid-controlled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving.

Some shifters with a shift button allow the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot put back the shifter to R without depressing the shift button to prevent accidental shifting, especially at high speeds, which could damage the transmission.

Neutral/No gear (N)

This disengages all gear trains within the transmission, effectively disconnecting the transmission from the driven roadwheels, so the vehicle is able to move freely under its own weight and gain momentum without the motive force from the engine (engine braking). This is the only other selection in which the vehicle's engine can be started.

Drive (D)

This position allows the transmission to engage the full range of available forward gear trains, and therefore allows the vehicle to move forward and accelerate through its range of gears. The number of gear ratios a transmission has depends on the model, but they initially ranged from three (predominant before the 1990s), to four and five speeds (losing popularity to six-speed autos, though still favored by Chrysler and Honda/Acura)^{[citation needed]}. Six-speed automatic transmissions are probably the most common offering in cars from 2010 in cars like Toyota Camry V6 models, the newer GM cars and trucks, Ford cars and trucks. However, seven-speed autos are becoming available in some cars (found in Mercedes 7G gearbox, Infiniti), as are eight-speed autos in models from 2006 introduced by Aisin Seiki Co. in Lexus, ZF and Hyundai Motor Company.

Overdrive ('D', 'OD', or a boxed [D] or the absence of an illuminated 'O/D OFF')

This mode is used in some transmissions to allow early computer-controlled transmissions to engage the automatic overdrive. In these transmissions, Drive (D) locks the automatic overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 35–45 mph (56–72 km/h). Under hard acceleration or below 35–45 mph (56–72 km/h), the transmission will automatically downshift. Vehicles with this option should be driven in this mode unless circumstances require a lower gear.

Third (3)

This mode limits the transmission to the first three gear ratios, or sometimes locks the transmission in third gear. This can be used to climb or going down hill. Some vehicles will automatically shift up out of third gear in this mode if a certain RPM range is reached in order to prevent engine damage. This gear is also recommended while towing a caravan.

Second (2 or S)

This mode limits the transmission to the first two gear ratios, or locks the transmission in second gear on Ford, Kia, and Honda models. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time. It is usually recommended to use second gear for starting on snow and ice, and use of this position enables this with an automatic transmission. Some vehicles will automatically shift up out of second gear in this mode if a certain RPM range is reached in order to prevent engine damage.

Although traditionally considered second gear, there are other names used. Chrysler models with a three-speed automatic since the late 1980s have called this gear 3 while using the traditional names for Drive and Low. Oldsmobile has called second gear as the 'Super' range — which was first used on their 4-speed Hydramatic transmissions although the use of the term continued until the early 1980s when GM's Turbo Hydramatic automatic transmissions were standardized by all of their divisions years after the 4-speed Hydramatic was discontinued.

First (1 or L [Low])

This mode locks the transmission in first gear only. In older vehicles, it will not change to any other gear range. Some vehicles will automatically shift up out of first gear in this mode if a certain RPM range is reached in order to prevent engine damage. This, like second, can be used during the winter season, for towing, or for downhill driving to increase the engine braking effect.

As well as the above modes there are also other modes, dependent on the manufacturer and model. Some examples include:

D5

In Hondas and Acuras equipped with five-speed automatic transmissions, this mode is used commonly for highway use (as stated in the manual), and uses all five forward gears.

D4

This mode is also found in Honda and Acura four or five-speed automatics, and only uses the first four gear ratios. According to the manual, it is used for stop-and-go traffic, such as city driving.

D3 or 3

This mode is found in Honda, Acura, Volkswagen and Pontiac four-speed automatics and only uses the first three gear ratios. According to the manual, it is used for stop-and-go traffic, such as city driving.

D2 and D1

These modes are found on older Ford transmissions (C6, etc.). In D1, all three gears are used, whereas in D2 the car starts in second gear and upshifts to third.

S or Sport

This is commonly described as Sport mode. It operates in an identical manner as "D" mode, except that the upshifts change much higher up the engine's rev range. This has the effect on maximising all the available engine output, and therefore enhances the performance of the vehicle, particularly during acceleration. This mode will also downchange much higher up the rev range compared to "D" mode, maximising the effects of engine braking. This mode will have a detrimental effect on fuel economy. Hyundai has a Norm/Power switch next to the gearshift for this purpose on the Tiburon.

Some early GMs equipped with HYDRA-MATIC transmissions used (S) to indicate Second gear, being the same as the 2 position on a Chrysler, shifting between only first and second gears. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 40 mph. (L) was used in some early GMs to indicate (L)ow gear, being the same as the 2 position on a Chrysler, locking the transmission into first gear. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 15 mph.
This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 40 mph.
(L) was used in some early GMs to indicate (L)ow gear, being the same as the 2 position on a Chrysler, locking the transmission into first gear. This would have been recommended for use on steep grades, or slippery roads like dirt, or ice, and limited to speeds under 15 mph.

+ −, and M

This is for the Manual mode selection of gears in certain automatics, such as Porsche's Tiptronic. The M feature can also be found in Chrysler and General Motors products such as the Dodge Magnum, Journey, and Pontiac G6, as well as Toyota's Camry, Corolla, Fortuner, Previa and Innova. Mitsubishi and some Audi models (Audi TT), meanwhile do not have the M, and instead have the + and -, which is separated from the rest of the shift modes; the same is true for some Peugeot products like Peugeot 206. Meanwhile, the driver can shift up and down at will by toggling the (console mounted) shift lever like a semi-automatic transmission. This mode may be engaged either through a selector/position or by actually changing the gears (e.g., tipping the gear-down paddles mounted near the driver's fingers on the steering wheel).

Winter (W)

In some Volvo, Mercedes-Benz, BMW and General Motors Europe models, a winter mode can be engaged so that second gear is selected instead of first when pulling away from stationary, to reduce the likelihood of loss of traction due to wheelspin on snow or ice. On GM cars, this was D2 in the 1950s, and is Second Gear Start after 1990. On Ford, Kia, and Honda automatics, this feature can be accessed by moving the gear selector to 2 to start, then taking your foot off the accelerator while selecting D once the car is moving.

Brake (B)

A mode selectable on some Toyota models. In non-hybrid cars, this mode lets the engine do compression braking, also known as engine braking, typically when encountering a steep downhill. Instead of engaging the brakes, the engine in a non-hybrid car switches to a lower gear and slows down the spinning tires. The engine holds the car back, instead of the brakes slowing it down. GM called this "HR" ("hill retarder") and "GR" ("grade retarder") in the 1950s. For hybrid cars, this mode converts the electric motor into a generator for the battery (Regenerative Braking). It is not the same as downshifting in a non-hybrid car, but it has the same effect in slowing the car without using the brakes.

 Hydraulic automatic transmissions

The predominant form of automatic transmission is hydraulically operated; using a fluid coupling or torque converter, and a set of planetary gearsets to provide a range of gear ratios.

 Parts and operation

A hydraulic automatic transmission consists of the following parts:

• Torque converter: A type of fluid coupling, hydraulically connecting the engine to the transmission. It takes the place of a mechanical clutch, allowing the transmission to stay in gear and the engine to remain running while the vehicle is stationary, without stalling. A torque converter differs from a fluid coupling, in that it provides a variable amount of torque multiplication at low engine speeds, increasing breakaway acceleration. This is accomplished with a third member in the coupling assembly known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.
• Pump: Not to be confused with the impeller inside the torque converter, the pump is typically a gear pump mounted between the torque converter and the planetary gearset. It draws transmission fluid from a sump and pressurizes it, which is needed for transmission components to operate. The input for the pump is connected to the torque converter housing, which in turn is bolted to the engine's flywheel, so the pump provides pressure whenever the engine is running and there is enough transmission fluid.
• Planetary gearset: A compound epicyclic planetary gearset, whose bands and clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios.
• Clutches and bands: to effect gear changes, one of two types of clutches or bands are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission's internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or "overrunning" in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply "taking up" the drivetrain load when actuated, and releasing automatically when the next gear's sprag clutch assumes the torque transfer. The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this.^{[citation needed]}.
• Valve body: hydraulic control center that receives pressurized fluid from the main pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the vehicle and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the electronic engine control unit (ECU) or a separate transmission control unit (TCU).
• Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this component of the transmission provides lubrication, corrosion prevention, and a hydraulic medium to convey mechanical power (for the operation of the transmission). Primarily made from refined petroleum, and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages.

The multitude of parts, along with the complex design of the valve body, originally made hydraulic automatic transmissions much more complicated (and expensive) to build and repair than manual transmissions. In most cars (except US family, luxury, sport-utility vehicle, and minivan models) they have usually been extra-cost options for this reason. Mass manufacturing and decades of improvement have reduced this cost gap....


Energy efficiency
Hydraulic automatic transmissions are almost always less energy efficient than manual transmissions due mainly to viscous and pumping losses, both in the torque converter and the hydraulic actuators. A relatively small amount of energy is required to pressurize the hydraulic control system, which uses fluid pressure to determine the correct shifting patterns and operate the various automatic clutch mechanisms.
Manual transmissions use a mechanical clutch to transmit torque, rather than a torque converter, thus avoiding the primary source of loss in an automatic transmission. Manual transmissions also avoid the power requirement of the hydraulic control system, by relying on the human muscle power of the vehicle operator to disengage the clutch and actuate the gear levers, and the mental power of the operator to make appropriate gear ratio selections. Thus the manual transmission requires very little engine power to function, with the main power consumption due to drag from the gear train being immersed in the lubricating oil of the gearbox.
The on-road acceleration of an automatic transmission can occasionally exceed that of an otherwise identical vehicle equipped with a manual transmission in turbocharged diesel applications. Turbo-boost is normally lost between gear changes in a manual whereas in an automatic the accelerator pedal can remain fully depressed. This however is still largely dependent upon the number and optimal spacing of gear ratios for each unit, and whether or not the elimination of spooldown/accelerator lift off represent a significant enough gain to counter the slightly higher power consumption of the automatic transmission itself.

 Automatic transmission models

Some of the best known automatic transmission families include:

• General Motors — Dynaflow, Powerglide, "Turbo-Hydramatic" TH350, TH400 and 700R4, 4L60-E, 4L80-E, Holden Trimatic
• Ford: Cruise-O-Matic, C4, CD4E, C6, AOD/AODE, E4OD, ATX, AXOD/AX4S/AX4N
• Chrysler: TorqueFlite 727 and 904, A500, A518, 45RFE, 545RFE
• BorgWarner (later Aisin AW)
• ZF Friedrichshafen automatic transmissions
• Allison Transmission
• Voith Turbo
• Aisin AW; Aisin AW is a Japanese automotive parts supplier, known for its automatic transmissions and navigation systems
• Honda
• Nissan/Jatco
• Volkswagen Group — 01M
• Drivetrain Systems International (DSI) — M93, M97 and M74 4-speeds, M78 and M79 6-speeds
• Hyundai Powertech — 4F12, 4F16, 4F23 4-Speeds, 5F25, 5F16, 5F23 5-Speeds, 6F17, 6F26, 6F40 6-Speeds, 8R40, 8R50 8-Speeds,

Mini Cooper — Automatic or manual transmission, all models
Automatic transmission families are usually based on Ravigneaux, Lepelletier ^{[disambiguation needed ]}, or Simpson planetary gearsets. Each uses some arrangement of one or two central sun gears, and a ring gear, with differing arrangements of planet gears that surround the sun and mesh with the ring. An exception to this is the Hondamatic line from Honda, which uses sliding gears on parallel axes like a manual transmission without any planetary gearsets. Although the Honda is quite different from all other automatics, it is also quite different from an automated manual transmission (AMT).
Many of the above AMTs exist in modified states, which were created by racing enthusiasts and their mechanics by systematically re-engineering the transmission to achieve higher levels of performance. These are known as "performance transmissions". An example of a manufacturer of high performance transmissions of General Motors and Ford transmissions is PerformaBuilt.

 Continuously variable transmissions

Main article: Continuously variable transmission

A fundamentally different type of automatic transmission is the continuously variable transmission or CVT, which can smoothly and steplessly alter its gear ratio by varying the diameter of a pair of belt or chain-linked pulleys, wheels or cones. Some continuously variable transmissions use a hydrostatic drive — consisting of a variable displacement pump and a hydraulic motor — to transmit power without gears. CVT designs are usually as fuel efficient as manual transmissions in city driving, but early designs lose efficiency as engine speed increases.
A slightly different approach to CVT is the concept of toroidal CVT or infinitely variable transmission (IVT). These concepts provide zero and reverse gear ratios.
Some current hybrid vehicles, notably those of Toyota, Lexus and Ford Motor Company, have an electronically controlled CVT (E-CVT). In this system, the transmission has fixed gears, but the ratio of wheel-speed to engine-speed can be continuously varied by controlling the speed of the third input to a differential using an electric motor-generator.

 Manually controlled automatic transmissions

Most automatic transmissions offer the driver a certain amount of manual control over the transmission's shifts (beyond the obvious selection of forward, reverse, or neutral). Those controls take several forms:

Throttle kickdown

Most automatic transmissions include some means of forcing a downshift into the lowest possible gear ratio if the throttle pedal is fully depressed. In many older designs, kickdown is accomplished by mechanically actuating a valve inside the transmission. Most modern designs use a solenoid-operated valve that is triggered by a switch on the throttle linkage or by the engine control unit (ECU) in response to an abrupt increase in engine power.

Mode selection

Allows the driver to choose between preset shifting programs. For example, Economy mode saves fuel by upshifting at lower engine speeds, while Sport mode (aka "Power" or "Performance") delays shifting for maximum acceleration. The modes also change how the computer responds to throttle input.

Low gear ranges

Conventionally, automatic transmissions have selector positions that allow the driver to limit the maximum ratio that the transmission may engage. On older transmissions, this was accomplished by a mechanical lockout in the transmission valve body preventing an upshift until the lockout was disengaged; on computer-controlled transmissions, the same effect is accomplished by firmware. The transmission can still upshift and downshift automatically between the remaining ratios: for example, in the 3 range, a transmission could shift from first to second to third, but not into fourth or higher ratios. Some transmissions will still upshift automatically into the higher ratio if the engine reaches its maximum permissible speed in the selected range^{[citation needed]}.

Manual controls

Some transmissions have a mode in which the driver has full control of ratio changes (either by moving the selector, or through the use of buttons or paddles), completely overriding the automated function of the hydraulic controller. Such control is particularly useful in cornering, to avoid unwanted upshifts or downshifts that could compromise the vehicle's balance or traction. "Manumatic" shifters, first popularized by Porsche in the 1990s under the trade name Tiptronic, have become a popular option on sports cars and other performance vehicles. With the near-universal prevalence of electronically controlled transmissions, they are comparatively simple and inexpensive, requiring only software changes, and the provision of the actual manual controls for the driver. The amount of true manual control provided is highly variable: some systems will override the driver's selections under certain conditions, generally in the interest of preventing engine damage. Since these gearboxes also have a throttle kickdown switch, it is impossible to fully exploit the engine power at low to medium engine speeds^{[dubious – discuss][citation needed]}.

Second gear takeoff

Some automatics, particularly those fitted to larger capacity or high torque engines, either when "2" is manually selected, or by engaging a winter mode, will start off in second gear instead of first, and then not shift into a higher gear until returned to "D." Also note that as with most American automatic transmissions, selecting "2" using the selection lever will not tell the transmission to be in only 2nd gear; rather, it will simply limit the transmission to 2nd gear after prolonging the duration of 1st gear through higher speeds than normal operation. The 2000–2002 Lincoln LS V8 (the five-speed automatic without manumatic capabilities, as opposed to the optional sport package w/ manu-matic 5-speed) started in 2nd gear during most starts both in winter and other seasons by selecting the "D5" transmission selection notch in the shiftgate (for fuel savings), whereas "D4" would always start in 1st gear. This is done to reduce torque multiplication when proceeding forward from a standstill in conditions where traction was limited — on snow- or ice-covered roads, for example.

Some automatic transmissions modified or designed specifically for drag racing may also incorporate a transmission brake, or "trans-brake," as part of a manual valve body. Activated by electrical solenoid control, a trans-brake simultaneously engages the first and reverse gears, locking the transmission and preventing the input shaft from turning. This allows the driver of the car to raise the engine RPM against the resistance of the torque converter, then launch the car by simply releasing the trans-brake switch.
The cost to rebuild an automatic transmission varies. In complete regards to Honda's transmissions, such as BAXA, MAXA (Honda Accord), usually require the least amount of parts when rebuilding. It is very common for these units to require a new filter, set of clutches, overhaul kit and possibly a bearing or new clutch drum. The most common fault in these particular transmissions is in the filtration system. There is no access to the filter of Honda transmissions; they are bolted down inside the transmission, with no external access, unless completely dissembled. It is this reason, and also the driving conditions, heat and normal wear and tear, that Honda transmissions typically go out at around 130,000 miles to 180,000 miles. The filter begins to lose its filtration and thus produces an increase of heat within the entire unit. As heat builds up and less lubrication occurs, the third clutch drum (most sensitive to failure) begins to give out. Or clutches may become worn excessively or a bearing may warp. It is not uncommon to open up a Honda Accord transmission and find that most of the parts are not worn, clean and reusable. It is common to see the same failure rate among the filter, third clutch drum, bearings, and or bushings.