Types of gearboxes. How does a manual transmission work? Manual gearbox

All vehicles with internal combustion engines are necessarily equipped with gearboxes. Any motorist knows how much there is and what varieties of this device, and also accepts the fact that the most common today is a manual transmission. Its short designation is manual transmission. The main difference, in addition to structural and indicative, is that gear shifting is completely controlled by the driver. Let's take a closer look at what the named variety of KP is.

How does a manual gearbox work? What is she like? Let's figure it out.
mechanical box gears performs a simple and understandable function: changing the gear ratio of the rotation speed of the wheels from the motor. An important component of it is a gear mechanism of a gear (most often) type. We have already found out that the manual gearbox functions by manipulating the driver, who independently decides what gear ratio is currently required for correct operation of the whole car. Hence the name - mechanical, which implies completely manual control.

The principle of operation of the manual transmission

In general, gearboxes are stepped gearboxes closed type. In themselves, they contain toothed gears, which, depending on the demand in this moment can be coupled and can change the speed and between the input and output shafts, as well as their frequency.

Important! “To put it simply, the principle of operation of a mechanical transmission is that at various stages of the input and output shafts there is a shift (manually) and connection of various combinations of gears.” One more thing to consider important question: manual transmission device.

It should be understood that by itself, any gearbox will not be able to function separately from other equally important components of the car. One of them is the clutch. This node disconnects the motor and transmission at the required time. This allows you to shift gears without consequences for the car while maintaining engine speed. The presence of a clutch and the need to use it is due to the fact that the manual transmission passes a large torque through its gears. It is also important to know that any gearbox, subject to the classical design, has axles shafts on which toothed gears are strung. We mentioned them earlier. The housing is usually referred to as the "crankcase". And the most common layouts are three- and two-shaft.

The first are:

• drive shaft;
• intermediate shaft;
• driven shaft.

The drive shaft is usually connected to the clutch, and a special disk is already moving along it (it is called the clutch disk). Further, the rotation goes to the intermediate shaft, which is firmly connected to the input shaft gear. When considering design features Manual transmission should take into account the special location of the driven shaft. Often it is coaxial with the drive axle, and they are connected by means of a bearing that is located inside the drive shaft. Such a device ensures the independence of their rotations. The gear blocks from the driven shaft are not fixed, and the gears themselves are limited by special couplings. They can also move along the axis. When enabled neutral gear ensure free rotation of the gears. Then the clutches acquire an open position. After the driver has depressed the clutch and the gear is switched to, say, first, a special fork in the gearbox will move the clutch in such a way that it will catch on the required pair of gears. This is how the transmission of rotation and force directed from the engine is carried out.

Such a device and principle of operation are very similar to the three-axle version of the manual transmission. It is worth noting that two-shaft mechanical gearboxes have a large coefficient useful action, but due to the peculiarities of their design and the associated restriction on the permissible possible increase in the gear ratio, they are used only in passenger cars. Also important element in the design of mechanical gearboxes are synchronizers.

Previously, when the first samples of such gearboxes were not equipped with them, drivers had to carry out a double squeeze to equalize the circumferential speeds of the gears. With the advent of synchronizers, this need has disappeared. It should be noted that synchronizers are not used for gearboxes with a large number of them (when it comes to, say, 18 steps), because from a technical point of view, this format is simply impossible to complete. Also, to increase the speed of gear shifting, synchronizers are not used in the construction of sports cars. Synchronizers function in this way: when the manager changes gears, the clutch is shifted to the desired gear. Efforts are applied to the blocking ring of the clutch, and with the existing friction force, the surfaces of the teeth begin to interact. As we found out, the mechanical gearbox has an accessible and clear principle of operation. Let us now consider questions relating to gear shifting.

Gear shift

Now that we know how a gearbox works mechanical principle management, it is important to understand the switching process itself. A special mechanism is responsible for this process. Cars with rear-wheel drive are equipped with a shift lever on the manual transmission itself. The mechanism is hidden in the case, and the lever allows you to control. This location option has some advantages and disadvantages. Among the advantages:

• accessibility and simplicity in terms of design solutions;
• clear switching;
• high service life.

The disadvantages include:

• the inability to position the motor at the rear of the machine;
• inability to use on cars with front-wheel drive.

If the cars are equipped with front-wheel drive, then the levers are provided on the floor between the driver's seat and the passenger's seat, on the steering wheel panel or on the dashboard. Design features in shifting gears of cars with front-wheel drive also have their own advantages and disadvantages. Among the first stand out a special comfort in the location and ease of switching, the absence of vibrations on the lever, relatively high freedom in terms of design and engineering layout.

The disadvantages are mainly represented by a relatively small durability, the likelihood of backlash, as well as the need for thrust adjustment. In addition, this option in the design and location of the lever is less clear than when located on the manual transmission case. Anyone who is interested in the topic of a variety of gearboxes should familiarize themselves with the pros and cons of a particular mechanical gearbox, because it is a kind of “mother” all subsequent versions and functionality of the switch boxes.

Pros and cons of manual transmissions

Of course, the ideal gearbox simply does not exist. But the incomparable advantages of mechanical are:

1. The relative cheapness of the design compared to analogues.
2. Small weight and enviable efficiency (efficiency).
3. No special cooling requirements.
4. The advantage in terms of economy and the best acceleration dynamics among analogues.
5. High reliability and long service life.
6. Possibility to apply various techniques(which is important for aces and experienced drivers) and driving styles under certain conditions (for example, during icy conditions and when driving off-road).

1. A car with a manual transmission can be started by pushing and towing it as easily and conveniently as possible over long distances at any speed.
2. The possibility of disconnecting the engine and transmission.

Impressive list. Let's talk about the disadvantages. Among them:

1. The need for switching full decoupling between power mechanism and transmission, and this affects the shift time.
2. To achieve smooth switching, you will have to fill your hand for a long time and accumulate experience.
3. Ideal smoothness cannot be achieved at all, since the number of steps in modern cars with a manual transmission ranges from 4 to 7.
4. Relatively small resource on the clutch assembly
5. Statistics showing that drivers who prefer mechanics are more prone to road fatigue.

At the end of the article, we will consider a short course of driving a manual transmission for inexperienced drivers.

Mechanical box for "dummies". 9 important details

A beginner who has purchased a car with a manual transmission needs to familiarize himself with the important nuances in handling the box and understand some points. Let's start in order. What are transmissions for? In order to choose which one and under what conditions will be the best for use in the situation you need ( weather, quality pavement and so on.)

Important! Mastering the location of gears. An important point is the synchronous pressing of the clutch pedal with simultaneous gear shifting.

1. Starting the motor. Scheme: "neutral" - clutch - engine start. And nothing else.

2. Correct Application clutch. Squeeze - strictly to the end and no more than 2 seconds. We take care of the car.

3. Commendable coordination and smooth actions. Clutch. Speed ​​(for example, first). We throw the clutch (slowly, of course), while just as slowly we take the gas.

4. Downshifting. Simply put, when you slow down, it is important to downshift the gears, in the same way that they were increased during acceleration.

5. Reverse. Never and under no circumstances is it recommended to engage reverse gear until the car stops.

6. We park. Engine off, clutch engaged, first gear engaged, hand brake in working position. Everything is simple.

Incomprehensible, difficult and tedious? More practice! Only under the condition of constant and continuous driving, the described principles and subtleties will not be just a set of rules or laws, but something natural and understandable.

Conclusion

The device and principle of operation of a manual gearbox, as we found out, are quite interesting, although at the same time they are difficult to understand. Manual transmission works exclusively in conjunction with internal combustion engines. This type of design and principles in control gives the considered type of gearbox certain advantages over its counterparts, which are increasingly beginning to occupy leading positions in the market in terms of sales. However, do not forget that the most practical, although not quite easy to use at first glance, is the manual transmission.
Get to know the "mechanics" closer, and you will be pleasantly surprised!

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Despite the fact that in the past ten years it has been the automatic ones that have gained wild popularity, those who prefer a car with a manual transmission have not become much less. In addition, this one has the simplest principle of operation, and even a teapot can understand it. Today we will talk about what is the principle of operation of a manual transmission and what functional elements it consists of.

Main components

The main task of a manual transmission, like any other transmission, is to transfer torque from the engine to the drive wheels. Moreover, it is precisely such a device as a box that is able to vary this moment in such a way that the most optimal balance between efficiency and power, and the engine resource was spent as little as possible.

The simplest solution to this problem is the introduction of such a device into the nodes of the car, which would mechanically connect the wheels and the motor and make it so that the rotational and cardan speeds differ.

To better understand what is at stake, it is worth imagining the chain of an ordinary bicycle, which, probably, everyone had in childhood. As you know, usually the drive gear, which is engaged with the pedal drive, has enough big size, while the driven one, which is attached to the wheel hub, is quite small.

In modern bicycles, you can change gears by moving the chain on the gears. different size. This is done in order to change the ratio of cadence and wheel speed and, thus, change the speed of the bike itself.

It turns out that cars use a mechanism with a very similar device. Only instead of pedals it acts here crankshaft engine, and instead of the wheel hub - cardan shaft, which is connected to the gearbox and distributes the forces between the axle shafts.

The drive shaft, sometimes called the input shaft, is connected to the engine's crankshaft through a device such as a clutch. It is a rod on which gears of different sizes are welded. A similar view has a driven, or intermediate, shaft, which is connected to the cardan shaft.

The movement of the shafts, which have a spring mechanism, is carried out by a backstage, to which a lever is attached, which goes into the salon. The lever has its own switching pattern, which is always indicated on the lever head or in the vehicle's operating instructions.

A manual transmission is a device in which the parts are subjected to great friction and overheating, therefore, in its crankcase there is a lubricant that constantly reduces friction and the temperature of the interacting metal components.

How it works?

The primary rotates whenever it is in the home position and the pedal is released. Thus, the frequency of the input shaft always coincides with the frequency of rotation of the engine shaft, or simply with its revolutions.

The speed of the intermediate shaft, which is connected to the cardan, depends on what gear the car is in. For example, if the manual transmission is in neutral gear, then the shaft rotates at the same frequency as the drive wheels.

When the speed is on and the pedal is released, the shafts rotate at a variable speed. This speed depends solely on the engine speed, which is controlled by the accelerator pedal.

When it comes time to switch from one speed to another, enough difficult process consisting of several stages. So, first you need to press the clutch pedal. In this case, the drive shaft is disconnected from the engine and begins to rotate independently.

When the pedal is pressed, you can safely translate through the neutral position to the desired speed. But here one significant difficulty arises: since the sizes of the gears on the shafts are different, they rotate at different frequencies. For this reason, the frequencies must be synchronized with each other.

A manual gearbox is a device for stepwise change in the gear ratio of the rotational speed from the engine to the drive wheels. Selecting and engaging the desired gear when using manual transmission the driver carries out manually (as opposed to automatic transmission). Name this device also reflects the fact that all of its functionality is realized through only mechanical elements, without the involvement of hydraulics or electronics (unlike hydraulic or electric transmissions). Popular, but technically reliable, the principle of operation of the manual transmission is covered in this publication.

Why did automakers need to introduce a gearbox? Because any internal combustion engine of any car is able to operate only in some limited, and rather small, speed range. And the frequency of rotation of the wheels - from starting off to driving on high speeds– occurs over a much broader range. And it is not possible to choose any one universal gear ratio that would provide this entire range, while making reasonable use of the engine speed range.

For starting off and progressive acceleration of the car, as well as when driving off-road, it is required to spend more work in the physical sense, that is, apply to its wheels more power. That is, at low speeds, high engine speeds are needed.

On the contrary, when uniform motion accelerating car flat road its speed is high and high power And high speed the engine is no longer required - to maintain the desired speed, it is enough and low power, And low speed. With an increase in speed, the aerodynamic resistance to the movement of the engine also increases, which requires high revolutions and more significant power consumption. The same thing - when driving uphill, you need to increase the traction force.

Hence the need arises to transfer rotation from the engine to the wheels with a certain gear ratio, which could be changed depending on driving conditions. One of the pioneers of the global automotive industry, the German engineer Karl Benz, was convinced of this in the very first long (80 km) trip in a car of his own design.

This road trip took place in 1887. Karl Benz and his wife Bertha and their sons were visiting the inventor's mother-in-law. The 80-kilometer journey proved to be very difficult due to the imperfection of the design of the first car. On some, seemingly small, rises it had to be pushed manually: there was not enough traction. After this trip, Benz improved the car, providing it with additional auxiliary transmission- "lower", to increase the traction force.

This idea is used in the gearbox to this day: the gear ratio should be variable, allowing you to use different ratios between the speeds of rotation of the crankshaft of the motor and the drive wheels.

Of course, Karl Benz's first manual transmission was at first a very primitive device. These were pulleys of different diameters attached to the drive axle. They were connected to the motor by a belt, and with the help of levers, the belt could be thrown from one pulley to another. Subsequently, the leather belt and pulley were replaced by a metal chain and an asterisk, as on modern "advanced" bicycles.

A gear train and a gearbox on gears were first put on a car by Wilhelm Maybach. In parallel with the German auto engineers, around the same years, the French were also engaged in similar research. The mechanical gearbox created by Emile Levassor and Louis Panhard already used a whole set of gears with different gear ratios for moving forward and one gear for moving backward. As in our time, the gears of the forward gears were mounted on the secondary shaft, which moved along its axis. This allowed gears of different diameters to engage with a fixed gear on the input shaft.

Officially, Louis Renault became the inventor of a mechanical gearbox similar to the modern one: in 1899, this young novice auto industrialist patented the world's first gearbox based on a system of movable gears and shafts. It was three speed.

The first person to patent the manual transmission - Louis Renault - in his "laboratory".

The overseas pioneer of the automotive industry - Henry Ford - did not copy the achievements of German and French engineers, but went his own way. His manual gearbox consisted of several planetary gears (satellites), which rotated around the central (“sun”) gear and were fixed with the carrier. It was this planetary gearbox that was equipped with the first mass stock cars Ford A.

No less important technical solution than the invention of a box on gears of various diameters was the invention of a synchronizer, which was made in 1928 by Charles Ketering from General Motors. It made manual transmissions easier to operate, gave them a new impetus for development and "technical longevity".

More than 120 years have passed since the invention of Louis Renault, but main principle the speed gear transmission remained the same. Modern manual transmissions, of course, are much more perfect: they have gears not with direct, but with helical gearing, and they are more convenient, quieter and more durable. In general, cars with "mechanics" are more economical than cars with automatic transmission gears.

A manual gearbox consists of a set of helical gears of different sizes, which are engaged to create different gear ratios between the crankshaft of the motor and the drive wheels. The gear ratio becomes different by moving both the gears themselves and special device- synchronizer. Its task is to equalize (synchronize) the circumferential speeds of the gears included in the engagement.

The principle is that the higher the gear ratio, the lower the gear. The first gear is called the lowest gear, and its gear ratio is the largest. On it, the transmission of rotation is carried out from a small gear to a large one and, with high frequency rotation of the crankshaft, the vehicle speed remains low and the traction force remains high. In the highest gear, respectively, the opposite is true. In the neutral position, the torque from the motor is not transmitted to the drive wheels, and the car rolls by inertia or stands still.

Most mass-produced modern cars equipped with a manual gearbox have 5 "speeds", or forward speeds. Several decades ago, most automotive manual transmissions were four speed. Manual gearboxes with six or more speeds, as a rule, are equipped with “charged” sports cars or jeeps.

From a technical point of view, a manual gearbox is a closed stepped gearbox. The working elements of its design are gear wheels - gears that alternately engage, changing the speed of the input and output shafts, as well as their frequency. Switching connections and combinations of gears is done manually.

A manual gearbox can only function in tandem with the clutch. This assembly is designed to temporarily disconnect the motor and transmission. This operation is necessary for a painless and safe transition of gearing from one gear to another, without turning off the engine speed, and with their full preservation.

The layouts of mechanical gearboxes that have become widespread are two- and three-shaft. They are called so by the number of parallel shafts on which the helical gears are located.

In a three-shaft manual transmission there are three shafts: driving, intermediate and driven. The first is connected to the clutch, there are splines on its surface. The clutch disc moves along them. From this shaft, the rotational energy is transferred to an intermediate shaft rigidly connected to it by a gear.

The driven shaft is coaxial with the driving shaft, connected to it through a bearing, which is located inside the first shaft. Therefore, these axes are provided with independent rotation. Blocks of "different-sized" gears of the driven shaft do not have a rigid fixation with it, and are also delimited by special synchronizer couplings. Here they are rigidly fixed on the driven shaft, but can move along the shaft along the splines.

On the ends of the couplings, gear rims are applied, which can be connected to similar rims on the ends of the driven shaft gears. Modern standards gearboxes require the presence of such synchronizers in all forward gears.

In a two-shaft manual transmission, the drive shaft is also connected to the clutch unit. Unlike the three-axle design, the drive axle has a set of gears instead of just one. There is no intermediate shaft, and the driven shaft is parallel to the leading one. The gears of both shafts rotate freely and are always engaged.

On the driven shaft there is a rigidly fixed main gear drive gear. Between the remaining gears are synchronizing clutches. A similar scheme of a mechanical gearbox in terms of the operation of synchronizers is similar to a three-shaft arrangement. The difference is that there is no direct transmission, and each stage has only one pair of connected gears, and not two pairs.

At one end of the driven shaft, the main gear is in rigid engagement. A differential works in the main gear case.

The two-shaft arrangement of a manual transmission has a higher efficiency than the three-shaft, but it has limitations in increasing the gear ratio. Due to this feature, the two-shaft manual transmission design is used exclusively in passenger cars.

In rare cases on modern cars four-shaft gearboxes can also be used. But according to the principle of their work, they also correspond to two-shaft ones - without an intermediate shaft, with the transfer of rotation from the input shaft directly to the secondary ones. Most often, these are manual transmissions with 6 gears. forward. In them, the torque is transmitted from the input shaft to main gear through the first, second and third secondary shafts, the end gears of which are constantly engaged with the final drive gear.

Security reversing the car is assigned to an additional shaft with its own special gear. When it goes into engagement, the rotation of the driven shaft begins in reverse side. On reverse gear there is no synchronizer, since reverse gear is activated only when the car is completely stopped. In any case, this is how it should be done. Therefore, the manual transmission of cars from many manufacturers has protection against accidental reverse gear on the go (you need to lift a special ring on the lever to move it to the reverse position).

When the neutral mode is on, the gears rotate freely, and all synchronizer clutches are located in the open position. When the driver depresses the clutch and shifts the lever to one of the steps, a special fork in the gearbox moves the clutch into engagement with the corresponding pair at the end of the gear. And the gear is rigidly fixed with the shaft and does not scroll on it, but ensures the transmission of rotation and force energy.

While driving, the gearshift mechanism is actuated from the driver's seat using the gearshift lever. This lever moves the sliders with the forks, which in turn move the synchronizers and engage the desired speed.

Pairs of gears of the two lower gears have the largest gear ratios (on cars- usually from 5:1 to 3.5:1), and are used for starting and progressive acceleration, as well as when it is necessary to constantly move at low speed or off-road. When driving in lower gears, even at high engine speeds, the car will drive quite slowly, but its power and torque will be fully used. On the contrary, the higher the gear, the higher the speed of the car at the same level of engine speed, and its traction force is less. In higher gears, the car will not be able to start or go to low speeds. But it can move at high, up to the maximum provided, speeds, at medium engine speeds.

In the vast majority of modern manual transmissions, gears with an oblique tooth are located, which are able to withstand greater forces than spur gears, and besides, they are less noisy in operation. The helical gears are made from high alloy steel, and in the final stage of production, HDTV quenching and normalization for stress relief are carried out, ensuring the durability of the parts.

Prior to the advent of synchronizers, for bumpless upshifting, drivers had to double-squeeze, with the obligatory work for a few seconds in neutral, to equalize the circumferential speeds of the gears. And in order to switch to a lower gear, it was necessary to make a regassing in order to equalize the speed of the drive and driven shafts. After the introduction of synchronizers, the need for these manipulations disappeared. And the gears have become protected from shock loads and premature wear.

However, these “skills from the past” can also come in handy for a modern passenger car. For example, they will help to shift the same gear in the event of a clutch failure, or if it becomes necessary to hard braking engine, with a failed working brake system.

The gearbox, or otherwise the transmission, transmits the rotational force - the so-called torque - from the car's engine to the wheels. At the same time, depending on the driving conditions of the car, it can transmit torque in whole or in part.

A car going uphill should use a lower gear than a car going down a flat freeway. A lower gear sends more torque to the wheels. And this is required when the car is moving slowly, because it is hard for her. More high gears suitable for faster vehicle movement.

There are manual transmissions, but there are also automatic ones. To change gear in a manual transmission, the driver first presses the clutch pedal (picture on the left). In this case, the engine is disconnected from the gearbox. Then the driver moves the control lever to another gear and releases the clutch pedal. The engine is reconnected to the gearbox and can again transfer its energy to the wheels. In an automatic transmission, the position of the gas pedal (accelerator) is correlated with the speed of the car, and the gear changes automatically if necessary.

Manual transmission control

The adjacent diagrams show how the shift lever can be used to shift from one gear to another. Depending on the gear set, different proportions of the torque passing through the gearbox (red lines with arrows) get to the wheels. Neutral gear. Engine power is not transferred to the wheels.

Neutral gear. Engine power is not transferred to the wheels.

First transfer. The largest gear of the drive shaft is connected to its pair on the driven shaft. The machine moves slowly, but can overcome difficult sections of the road.

Second transfer. The second pair of gears work together with the clutch mechanism. In this case, the speed of the car is usually from 15 to 25 miles per hour.

Third gear. The third pair of gears works together with the clutch mechanism. The speed of the car is even greater, and the torque at the wheels is less.

Fourth gear. The input and output shafts are connected directly (direct transmission) - the speed of the car is maximum, and the torque is the lowest.

Reverse.(5th gear in the picture) When the reverse gear is engaged, its drive gear "rotates the output (drive) shaft in the opposite direction.

Accelerator operation

The number of engine revolutions per minute depends on how much fuel flows from the carburetor into the cylinders. The movement of fuel is controlled by the carburetor throttle, and the operation of the throttle is controlled by the accelerator pedal, which is located on the floor in front of the driver.

When the driver presses the accelerator pedal with his foot, throttle valve opens and more fuel enters the engine. If the driver releases the accelerator pedal, the damper is closed and the amount of incoming fuel is reduced. At the same time, both engine speed and vehicle speed decrease.

Automatic transmission

When to apply automatic transmission, the driver does not have a clutch pedal under his foot. Instead, a torque converter paired with planetary gear(figure on the right and below) automatically disconnect the engine from the drive shaft when, according to traffic conditions, it is necessary to change gear.

And after the gear has changed, the drive shaft is connected again. As soon as the driver puts the control lever in the working position, the automatic transmission mechanism itself will select the desired gear in accordance with the driving conditions of the car at the moment.

Gear shifting is a device that every car with an internal combustion engine needs. The need for this mechanism is due to the fact that any engine has a rather narrow speed range, where torque and power reach their maximum. And, in addition, each engine has a so-called “red zone” - a speed limit that must not be exceeded in order to avoid engine breakdowns.

This article will be fully devoted to the subject of the checkpoint, namely, its mechanical variety(MKPP). After all, both the “experienced” driver and the novice motorist need to know the device of a manual gearbox and its principle of operation. The article will also present graphic schemes Manual transmission, its main malfunctions are considered and advice is given on correct operation this vital mechanism for the car.

Types of gearboxes

In addition to mechanical, there are other types of gearboxes - CVT, and automatic.

The CVT gearbox is stepless. The most important parts of the variator are the sliding pulleys (there are two of them) and the belt that connects them. The connecting belt in a section has the form of a trapezoid. The main advantage of the variator is Full time job car engine in optimal mode. There are also additional benefits, which include dynamism of acceleration, smoothness of movement and economy. In comparison with the "automatic" (, automatic transmission), the variator has a very simple design. But if we compare it with a manual gearbox, then the variator is still inferior to it in terms of dynamics and efficiency.

In addition, the CVT gearbox is almost impossible to combine with powerful motor, as the fragility of the belt will not allow this. Servicing and repairing the variator is enough expensive pleasure, it will be easier and cheaper to replace the gearbox. And one more minus is the need for additional mechanisms for reversing and starting off.

Robotic checkpoint almost no different from mechanical - the torque is also transmitted from the engine to the transmission using the classic "dry" single-plate clutch. But still there is such a nuance: in the robotic box, the processes of gear shifting and on / off are automated. clutch. Therefore, the "robot" is able to greatly simplify the process of driving a vehicle - there is no need to manually and, losing precious time, think about which gear to turn on at a given moment. Also, to the advantages of the “robot” box, you can add its relative cheapness, efficiency and low weight.

However, there are also disadvantages. The robotic gearbox does not work too smoothly, and gear shifting occurs with a significant delay. In addition, at high speed movements, the "robot" can react to switching jerks and jerks. Manual mode it will not help here, since the same electronics “commands” the clutch. If we compare a robotic box even with a simple automatic transmission, then the clarity of the “robot” switching is much inferior to the “automatic”. It should also be remembered that when starting the car with robotic box makes a small rollback. Based on all these disadvantages, manual transmission is traditionally put on the most "budget" car models.

Manual transmission device

Now let's move on to our "hero of the occasion", to whom this material is dedicated - to. As you know, a manual transmission is a mechanism that transmits, converts and changes the direction of torque from the engine flywheel. In the "mechanics" the steps are switched mechanically, respectively - by moving the gear lever. Torque is first transmitted to output shaft and then to wheel drive.

What is meant by the term " stepped transmission"? Traditionally, it determines a stable transmission coefficient (the so-called gear ratio) between the interacting gears of the shafts - the driving and the driven. This "mechanic" differs from, for example, a variator, where the mentioned coefficient is not tied to the gear ratio and is floating. In other words, the ratio of the number of teeth on the driven gear to the number of teeth on the drive gear gives the gear ratio. These numbers differ at different stages of the checkpoint. The highest gear ratio is obtained by lower rung, and the smallest on the contrary - on the highest.

In general, the principle of operation of a manual transmission is quite simple, and the set of its parts is small.

A manual transmission can be called relatively uncomplicated. The manual transmission package includes:

• shafts with gears (primary, intermediate and secondary);
• additional shaft with reverse gears;
• crankcase;
• synchronizers;
• directly the gearshift mechanism, equipped with devices for blocking and locks;
• shift lever.

Bearings are installed in the crankcase, in which the gearbox shafts rotate. The shafts are equipped with sets of gears with different numbers of teeth. For noiselessness and smooth gear shifting, synchronizers are used - they equalize the angular speeds of the gears during their rotation. The operation of the gear shift mechanism is to change gears - it is controlled by the driver using a lever. The locking device allows you to keep the transmission from unwanted self-shutdown. The locking device is designed to avoid switching on two gears at the same time.

Stages and shafts manual transmission

As mentioned above, the gear ratio is determined through the ratio of the number of gear teeth that are in interaction. For example: first gear = lower gear = highest gear ratio. All manual transmissions are divided into types according to the number of steps. There are four-, five- and six-speed manual transmissions. Nowadays, the most common “five-step” is a 5-speed gearbox, but a 4-speed one can be found very rarely.

In addition to the number of steps, manual transmissions are also divided into types according to the number of shafts. There are three-shaft and two-shaft boxes. Three-shaft gearboxes are equipped with rear-wheel drive vehicles (including heavy trucks), and two-shaft gearboxes are most often installed mainly on passenger cars with front-wheel drive.

Three-shaft gearbox device

The package of the three-shaft gearbox includes:

• drive shaft, also called primary and its gear;
• intermediate shaft with a block of gears;
• secondary shaft (driven), also with a gear block;
• the gearbox housing, called the crankcase;
• synchronizer clutches;
• direct gearshift.

In three-shaft gearboxes, as their name implies, three shafts work - the drive (primary), intermediate and driven (secondary). The drive shaft provides the transmission of torque to the intermediate shaft, with which it is connected using a gear. The intermediate shaft is also equipped with a gear block. The secondary (driven) shaft rotates independently of the primary, although it is located on the same axis with it and also has a block of its gears.

The body of the manual transmission is made of light metal. The entire gearbox mechanism is attached inside the case, grease is also poured there (most often - transmission oil, although nigrol was used in old Soviet-style models).

The location of the shift lever can be different: sometimes the lever is located directly in the box, and sometimes it is mounted on the body. The mechanism responsible for remote gear shifting is colloquially called the "scene".

Two-shaft gearbox device

The package of a two-shaft gearbox includes:

• drive (primary) shaft, equipped with a block of gears;
• driven (secondary) shaft, also with a gear block;
• gear shift mechanism;
• main gear;
• synchronizer clutches;
• differential;
• gearbox housing.

So, this type of manual transmission has only two shafts. In general, the location and purpose of the parts of a two-shaft box is similar to a three-shaft one. The difference is only in the arrangement of the shafts (they stand in parallel) and in the principle of creating a transmission - if in a three-shaft it is created by two pairs of gears, then in a two-shaft one pair works. The two-shaft manual transmission does not have a direct transmission. Also, in two-shaft boxes, not one, but several driven shafts can be used at once.

For reverse gear in both two- and three-shaft boxes, an additional shaft and an intermediate gear are used. To keep the gear engaged (also for all types of gearboxes), clamps are used. To prevent two gears from being engaged at the same time, a blocking device is provided.

Synchronizers in gearboxes are used for silent gear shifting due to alignment angular velocity gears and shaft. The standard package of the synchronizer includes two blocking rings, a coupling, crackers and wire rings. Using a synchronizer, you can alternately turn on the two gears of the secondary (driven) shaft.

The main breakdowns of the gearbox and their causes

1. Oil leakage. Most often it can be associated with damage to seals and seals. Also, the cause may be a loose fastening of the housing cover (crankcase). To get rid of leakage, it is necessary to change the seals and gaskets to new ones and / or tighten the covers.
2. The checkpoint is noisy. Most likely, the noise of the box is associated with a malfunction of the synchronizer. It could also be caused by worn gears. spline connections and/or bearings. In this case, wear parts should be identified and replaced.
3. The gearbox is hard to turn on. This may be due to a breakdown of some of the parts of the switching mechanism. Wear of gears and/or synchronizers is also possible. Check these parts and replace if necessary.
4. Transfers turn off by themselves. Most often this occurs due to a malfunction of the locking device, as well as severe wear of the synchronizers and / or gears. The method of troubleshooting is still the same - replacing the blocking device, gears, synchronizers - depending on which of them the breakdown is associated with.

To checkpoint for a long time served you faithfully - treat her accordingly. Main advice when using the shift lever - be literate in this process. Also, do not forget to change the oil in the crankcase from time to time. If you follow these simple points, the gearbox can last as long as the car itself, without reminding yourself of any malfunctions.

The main part of gearbox breakdowns is connected precisely with incorrect handling of the control lever. Do not pull the lever with quick and sharp movements - such a tough operation may eventually lead to overhaul the entire box, since the switching mechanism and synchronizers will fail very quickly (in fact, the same applies to shafts with gears).

Move the lever smoothly, take mini-pauses in the neutral position - then the synchronizers will work, which will protect the gear from breaking.

Do not forget to periodically check the oil level in the crankcase! Top it up if the need arises. Also, at the right time, you will need complete replacement oil - its terms are indicated in the operating instructions for the machine.

Video - The principle of operation of a manual transmission manual transmission

Conclusion!

And, of course - the classic, always relevant advice: listen to your car! good driver always feels his iron friend and treats him carefully. With this approach, you will not have to repair either the gearbox or other devices in your car.

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