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The modern usage of the automotive term manumatic denotes an automatic transmission that allows the driver to select a specific gear, typically using paddle-shifters, steering wheel-mounted push-buttons, or "+" and "-" controls on the gear selector.
FLOW-MATIC, originally known as B-0 (Business Language version 0), was the first English-like data processing language. It was developed for the UNIVAC I at Remington Rand under Grace Hopper from 1955 to 1959, and helped shape the development of COBOL .
The 1941 Chrysler M4 Vacamatic transmission was a two-speed manual transmission with an integral underdrive unit, a traditional manual clutch, and a fluid coupling between the engine and the clutch. [ 51 ] [ 52 ] [ 53 ] The two-speed transmission had "high" and "low" ranges, and the clutch was used when the driver wanted to switch between ranges.
However, with manual operation the time saved by having the part more closely match the outline was offset by the time needed to move the controls. If the machine's inputs were attached directly to the card reader, this delay, and any associated manual errors, would be removed and the number of points could be dramatically increased.
There are advantages of using an automatic lubrication system over a manual system. For example, there are savings in the costs of human resources. The dangers of accessing difficult to reach lubrication points while a machine is running are avoided. Machines can be running when lubrication takes place, thus decreasing disruption to production.
MATH-MATIC is the marketing name for the AT-3 (Algebraic Translator 3) compiler, an early programming language for the UNIVAC I and UNIVAC II. MATH-MATIC was written beginning around 1955 by a team led by Charles Katz under the direction of Grace Hopper. A preliminary manual [1] was produced in 1957 and a final manual [2] the following year.
Although the ATC increases the reliability, speed, and accuracy of a machine, it creates more challenges compared to manual tool change. For example, the tooling used must be easy to center, be easy for the changer to grab, and there should be a simple way to provide the tool's self-disengagement.
The Multimode Manual Transmission has the following gears: R, N, E, M+, M−. R: R is the reverse gear. It is similar to R in both traditional manual and in fully automatic cars. N: N is the neutral gear. It is similar to N in both traditional manual and full automatic. E: E is the functional equivalent of D in a full automatic.