semi-automatic transmission (also known as manual transmission without clutch , automatic manual , automatic manual transmission, trigger shift, flappy-paddle gear shift , Manumatic , Tiptronic, Touchshift , Geartronic, Sportronic or paddle-shift gearbox ) is a transmission car that combines transmission manual and automatic transmission.
It allows convenient driver control of the gear selection. For most automotive histories, automatic transmission has enabled some gear controls using a console or shifter, typically to limit transmission outside the specified gear (allow engine braking in the downhills) and/or lock in the use of too fast gear when pulled. This improves these features by providing a modified row-mounted shifter or modified lever, allowing the driver to enter "manual mode" and select available gear, usually by "up/down" sequentially.
Some transmissions allow the driver to have full control over the gear selection, although most will intervene to prevent engine stalling and redlining by shifting automatically to the low end and/or high end of the engine's normal operating range. The hydraulic clutch and most clutch transmission also provides operating options in the same way as conventional automatic transmissions, by allowing the transmission computer to select gear changes. Some also allow alternative auto mode, often called "sport" mode, where gear selection is still fully automatic but transmission will support higher engine speeds (where the engine will produce the highest horsepower and/or torque) to shift backwards. while accelerating and downshifting earlier as it slows down.
Manual without clutch facilitates tooth replacement by removing the need to press the clutch pedals simultaneously by replacing gears. It uses electronic sensors, pneumatics, processors and actuators to perform gearshift at input from drivers or by computers. This eliminates the need for a clutch pedal where the driver does not need to press before making a gear change, as the clutch itself is driven by electronic equipment that can synchronize the time and torque necessary to make fast and smooth gearshift. The system is designed by car manufacturers to provide a better driving experience through fast overtaking maneuvers on the highway. Some motorcycles also use systems with conventional gear changes but without the need for manual clutch operation.
Video Semi-automatic transmission
Histori
In the 1930s, automakers began to market cars with a kind of tool that would reduce the number of clutches and not grip and shift it needed to stop and go driving. Typically, liquid clutch or centrifugal clutch replaces the standard manual clutch to allow stop and go driving without using the clutch pedal every time the car is stopped. More sophisticated systems make it possible to shift while driving without using a clutch, and some systems do not use clutch pedals at all. Semi-automatic transmission is removed gradually because advanced technology and automatic controls are developed to handle gear change ratios. The smaller lower-powered cars use Semi-automatic transmission with dry clutch because the mechanical connections offer a more efficient powertrain compared to the liquid clutch.
Another early semi-automatic transmission was Sinclair S.S.S. (synchro-self-shifting) Powerflow gearbox. which is applied to the Huwood-Hudswell diesel mining locomotive. It is also applied to some road vehicles.
Maps Semi-automatic transmission
Comparison with other automatic transmissions
Modern "semi-automatic" transmissions usually have a fully automatic mode, where the driver does not need to change gears at all, operating in the same way as a conventional automatic transmission by allowing the transmission computer to automatically switch gears if, for example, the driver is repairing machine. Semi-automatic transmission can be involved in manual mode where one can ride-shift or down-shift using a console-mounted picker or paddle shifter just behind the wheel, without the need for a clutch pedal. The ability to move gears manually, often via a paddle shifter, can also be found in certain automatic transmissions (manumi like Tiptronic) and continuous variable transmissions (CVT) (such as Lineartronic).
Despite the superficial similarity to other automatic transmissions, semi-automatic transmissions are very different in internal operation and the driver's "sense" of manumi and CVT. Manumerics, like standard automatic transmissions, use torque converters instead of couplings to manage the connection between transmission and engine, while the CVT uses a belt instead of a fixed set of teeth. Semi-automatic transmission offers a more direct connection between engine and wheel than manumatic and this responsive is preferred in high performance driving applications, while manumatic is better for road use because fluid coupling makes it easier for transmission to consistently perform smooth shifts, and CVT commonly found in petrol-electric hybrid engine applications.
Semi-automatic transmission is usually more expensive than manufacturing and CVT, for example BMW 7-speed Double Clutch Transmission is a 3900 CAD upgrade from a standard 6-speed manual, while Steptronic Automatic 6-acceleration is only a 1600 CAD option in 2007 In certain markets, few models have two automatic transmission options; such as the BMW 545i (E60) and the BMW 645Ci/650i (E63/64) (6-speed manual standard) have a choice of 6-speed automatic transmission "Steptronic" or 7-speed Getrag SMG III semi-coupling single-automatic transmission until after year model 2008, when SMG III was dropped. Many luxury manufacturers such as BMW offer manumatic transmission for their mainstream lineup (such as BMW 328i and BMW 535i) and semi-automatic gearboxes for high-performance models (BMW M3 and BMW M5).
Semi-automatic transmission can be derived from the conventional automated; for example the AMG Speedshift MCT Mercedes-Benz semi-automatic transmission is based on the 7G-Tronic manumatic, but the latter torque converter has been replaced with a wet multi-plate launching clutch. Torque-Drive Chevrolet is based on the conventional Powerglide GM, but lacks a vacuum modulator that controls automatic gear changes. Other semi-automatic transmission is rooted in the conventional manual; Drivelogic SMG II (found in the BMW M3 (E46) is a 6-speed Getrag manual transmission, but with an electrohydraulically driven clutch pedal, similar to a Formula One style transmission.The most common type of semi-automatic transmission in recent years has been the clutch type double, since a single clutch type like the SMG III has been criticized for its lack of fluency in daily driving (albeit responsive on the track).
Operation
The operation of semi-automatic transmission has evolved when vehicle manufacturers experimented with different systems. In one early mass production example, Ferrari offered their Mondial models with manuals without grip, called Ferrari as Valeo transmissions. In this system, the gear stick from a traditional manual transmission is maintained; moving the shifter automatically involves an electro-hydraulic clutch. Sensonic transmission Saab works the same way.
In today's standard mass-production car, the gear lever looks similar to a manual shift, except that the gearshift simply moves forward and backward to move to higher and lower gears, rather than traditional H patterns. The Bugatti Veyron uses this approach for its seven-speed transmission. In Formula One, the system is adapted to fit into the steering wheel in the form of two paddles; pressing the right paddle shifts to the higher gear, while pressing the left paddle shifts to the lower one. Many road cars are inheriting the same mechanism.
The Hall effect sensor senses the direction of the requested shift, and this input, together with the sensor in the gear box that senses the speed and the selected gear, is fed into the central processing unit. This unit then determines the optimal time and torque required for smooth clutch smoothness, based on input from these two sensors as well as other factors, such as engine rotation, Electronic Stability Control, AC and dash instrument.
The central processing unit drives the hydro-mechanical unit to engage or release the clutch, which is stored in close synchronization with the tooth-shifting action initiated by the rider. In some cases, the hydro-mechanical unit contains the servomotor coupled to the gear arrangement for the linear actuator, which uses brake fluid from the braking system to push the hydraulic cylinder to drive the main clutch actuator. In other cases, the clutch actuator may be fully electric.
The power of the system lies in the fact that electronic equipment can react faster and more precisely than humans, and take advantage of the precision of electronic signals to enable complete clutch operation without driver intervention.
For parking needs, reversing and neutralizing the transmission, the driver must use both paddles at once; after this is done, the car will ask for one of the three options.
Clutch is really only necessary to make the car move. To raise teeth faster, the engine power can be trimmed, and the collar is released until the engine falls to the right speed for the next gear. For a collar tooth to slide into the ring gear, both speed and position must be appropriate. This requires the sensor to measure not only the speed, but the position of the teeth, and the throttle may need to be opened softer or harder. Faster removal techniques such as powershifting require heavier gearboxes or clutches or even dual clutch transmissions.
Typical transmissions have the following gears: P, R, N, D, M, M-
- P is the parking equipment. This locks the transmission.
- R is a reverse gear. This is similar to the R in the traditional manual and in full auto cars;
- N is a neutral tooth. This is similar to N in the traditional manual and fully automated;
- D is the driving gear. This is equivalent to D automatically full. The gearbox in the AMT car is a manual gearbox, not one with a traditional automatic torque converter;
- M - downshifts the teeth sequentially, from M5 (M6 in 6-speed AMT car) to M1;
- M raise the teeth sequentially, from M1 to M5 (M6 in a 6 speed AMT car).
Apps
Alfa Romeo
Selespeed was introduced in 1999 at Alfa Romeo 156.
Hyundai and Kia
Sportmatic, Sportronic Shiftronic, HIVEC H-Matic.
Fiat
Speedgear, Dualogic.
Chevrolet
For the 1968 model, Chevrolet introduced a simplified version of Powerglide which is marketed under the name "Torque Drive." This unit is basically a two-speed Powerglide without a vacuum modulator, which requires the driver to manually move gears between Low and High. The quadrant indicator on the Torque Drive car is, Park R N Hi 1st. The driver will start the car at "1", then move the lever to "Hi" when desired.
Torque Drive is offered only on low-power engines for the Camaro, Nova, and Vega in 1971. It is available on the Nova four-cylinder engine, and on the Turbo-Thrift Sixes for Camaro and Nova. Despite its low introductory price of $ 68.65, most buyers seem to regard Torque Drive as a nuisance to shift, and for a hundred dollars more they can get fully automatic Powerglide, making Torque Drive installations extremely rare. Apparently the transmission is not very durable, because it depends on the ability of the driver to move between gears in a way that does not damage the unit. After 1971, Chevrolet canceled a semi-automatic Drive Torque.
Chrysler/Dodge/Jeep/Ram
Historically, the first semi-automatic transmission marketed by major manufacturers was 1941 M4/Vacamatic Transmission by Chrysler. This is an attempt to keep up with rival automatic transmissions, although it still has couplings, it's mainly used for changing distances. The main difference is the addition of fluid coupling between the engine and the coupling, and the shifting mechanism.
In normal driving, the clutch is used to select low, high or reverse. Attached to the transmission is "underdrive" with 1.75/1 reduction gear. The shift lever is mounted in the column and has three positions: Low (in the "2" position of the conventional 3-speed manual unit), Height (at position "3" "), and Reverse (equals 3-acceleration). The clutch must be pressed each time the gear lever is removed. When the lever is placed at the Low, the car starts a low "underdrive"; when the vehicle reaches a minimum speed of 6 mph (9.7 km/h), the driver lifts his foot from the gas pedal, the underdrive unit will kick out and the car will be at Low. Similarly, with the lever in the High position, the car will start under a high drive, and at any speed above 13 mph (21 km/h), the driver will lift his leg and the car will "shift" to the drive directly. This configuration has the effect of providing 4 gear ratios: Underdrive Low, 3.57/1, Low 2.04/1, Underdrive High, 1.75/1, High, 1/1. In order for the unit to work without wobble, it contains a free device (under Underdrive, Low and High), and the Owner's manual warns the driver not to use "1 or 3" gear when downhill, since there is no compression of the braking machine in the free range -root. Generally, most drivers start the M6 ​​car at High and complete the shift to drive the drive somewhere between 13 and 25 MPH by unplugging the accelerator pedal and waiting for the "clunk" indicating the release of the underdrive. An M6 car will automatically shift from High to low under high speed when the car's speed drops below about 11 MPH.
CitroÃÆ'Â «n & amp; Peugeot
CitroÃÆ' Â «n produces a number of variants on semi-automatic transmission. CitroÃÆ'¡n DS, introduced in 1955, used a hydraulic system to select gears and operate a conventional clutch using hydraulic servos. There are also speed controllers and idle speed control devices, all operated hydraulically. This allows the removal without clutch with a single selector mounted behind the wheel. This system is dubbed 'Citro-Matic' in the US.
CitroÃÆ'¡n 2CV obtains an optional centrifugal clutch, marketed in English-speaking countries as "Trafficlutch". It does not help with tooth replacements, but is automatically released when the machine slows down to idle. A device mounted on the carburetor to prevent sudden throttle closure, and the release of the resulting coupling and the lack of engine braking.
Subsequently, the manufacturer introduced an optional semi-automatic transmission on their large and medium saloon and estate models in the 1970s; CitroÃÆ' Â «n GS and CX models have a three-speed, semi-automatic transmission option that is marketed as 'C matic'. This is simpler than the DS implementation: instead of the hydraulics it uses the operated floor quadrant levers operating the conventional gear selector rod and the electrically controlled wet plate coupling along with the torque converter. The torque converter gives more nuances of conventional automatic transmission, which is really lacking in DS. Semi-automatic transmission of this era does not use electronics: the entire gear selection operation is done simply by moving the transmission lever from one ratio to the next.
Smaller car ranges: C1, C2, and C3 are all offered with a semi-automatic transmission called Sensodrive. It's based on a standard 5-speed gearbox with a servo-controlled clutch. This operation is automatic, but it also has a manual mode in which the driver manually changes gears; although the gears are always changed by the electric servo.
The upgraded version of the Sensodrive is the EGS (Electronic Gearbox System), which has six gears.
The upgraded version is further called ETG6 (6 Speed ​​Tronic Gearbox efficient). It has slightly better characteristics than the EGS and adds a "creep" function. The ETG6 gearbox is used by Citroà «2013 C4 Picasso. The gearbox is also used by other PSA Group offerings, such as the Peugeot 208.
2-tronic, EGC (Electric Gearbox Control) or Pilotes Manual at Peugeot.
Daihatsu
Daihatsu Charade 993 cc from 1985 to 1991 has a two-speed semi-automatic transmission option called "Daimatic". This unit is similar to a conventional car, featuring a planetary torque converter and gearset but does not have a full valve body to make decisions about shifting gears. This is entirely left to the driver and as a result can be accelerated from the break in the upper gear if desired, depending entirely on the action of the torque converter. The fixed time with two 60Ã, kg (130Ã, lb) inhabitants and the exact low gear use is 21.0 seconds when using the top gear for only 21.5 seconds. This unit is also installed in Innocenti Matic at the same time period.
Ferrari
Ferrari's first automated gearbox in road cars (used earlier in their Formula One cars since 1989) went on sale in 1993 at Ferrari Mondial; Mondial Valeo maintains a traditional fenced shifter, but removes the clutch pedal. Four years later, a shift-paddle transmission arrived at the Ferrari F355 in 1997. The latest version of its semi-automatic was introduced in the 599 GTO Ferrari that was able to change gears within 60ms. At Ferrari California & amp; Ferrari 458 Italia, Ferrari chose to use dual clutch transmission. Since then, Ferrari has expanded the use of their dual clutch transmission to all new models.
Ford
Ford Motor Co. offering Semi-Automatic Transmission on the 1970s Maverick 6-cylinder model as a low-cost option for the popular 3-speed C4 Cruise-o-Matic transmission. The quadrant slide displays "P R N Hi 2 1" and the Maverick owner's manual provides the speed at which the driver must move the selector between the three front teeth. Like the Chevrolet's Torque-Drive, the Semi-Automatic Ford is basically an ordinary automated tool with no self-transport capability. At $ 121.00 retail, it was expensive, rarely ordered, and discontinued the following year.
Today they offer SelectShift.
General Motors
In 1937, Oldsmobile introduced the four-speed Automatic Safety Transmission as an option. It is an automatic transmission with automatic control and a shift between a pair of ranges, with manual control over high and low ratio pairs of four. It's not a semi-automatic transmission. This transmission was replaced by fully automatic Hydra-Matic for the 1940 model.
In 1938, Buick introduced a five-speed semi-automatic transmission for Buick Special. This unit failed, and was eventually replaced by a fully automated Dynaflow transmission for 1948.
Honda/Acura
Honda marketed both cars and motors with the Hondamatic transmission in the 1970s and early 1980s. These transmissions are often referred to as 'Bang-O-Matic' by mechanics. This design is worth noting for maintaining engine braking by eliminating sprag between first and second gear.
Nama dagang Honda lainnya iShift, S-matic, MultiMatic, SportShift.
Hudson
Drive-Master, 1941-1950.
Isuzu
Isuzu introduced the "NAVi5" (New Advanced Vehicle with Intelligence 5-speed) in 1984. Based on a traditional 5-speed manual with dry clutch, it is controlled by two hydraulic actuators and an electronic computer. Previous versions only have automatic mode, but manual mode is then added. It was first available in Aska and then other Isuzu vehicles (only for the Japanese domestic market). Lincoln Lincoln Mercury
Lincoln-MercuryFor 1942, Ford Motor Company announced a new semi-automatic transmission for Lincolns and Mercurys, called Liquimatic. Liquimatic consists of fluid coupling, as well as electro-mechanical vacuum control which automates the shift between the second and third speeds. Like Chrysler's Fluid Drive, the clutch is used to power the car from a standstill. Lincoln gets overdrive gear as a bonus.
Transmission proved so prone that Ford recalled almost every unit, and replaced it with a standard manual transmission. The only known unit belongs to the Early Ford V8 Foundation Museum in Auburn, Indiana. While Ford succumbed to a semi-automatic transmission after Liquimatic, Lincoln began using General Motors' Hydra-Matic in 1949, while Mercury acquired its own automation, Merc-O-Matic, in 1951.
Mercedes-Benz
Mercedes uses a system from 1957-61 similar to VW Autostick, called Hydrak. Hydrak has one major drawback: the oil supply for the torque converter is sealed inside the converter itself and not circulated through the pump, nor does it have an oil cooler. Idling in the gear for a short time will make the oil overheat and burn the seal on the converter, which then needs to be replaced.
NSU
The German automaker NSU produced an automated system for the NSU Ro 80 sedan that swirled in the 1960s, similar in concept to the Automatic Stickshift VW: a three-speed manual gearbox with a vacuum-operated dry clutch controlled by contacts in the gear lever, and torque converter. There is no clutch pedal, but a little moving gear shift closes the electrical switch that operates a vacuum system that releases the clutch. The gear lever itself can then be moved through the standard 'H pattern' gate.
Opel
Opel (Vauxhall Motors in the United Kingdom) produces a semi-automatic transmission gearbox, Easytronic gearbox. As with all automatic standards, the Easytronic car has only two pedals (accelerator pedal and brake pedal) but it has a clutch, although it is inserted in the car and is electrohydraulic. Easytronic can be pushed in "manual mode" simply by using paddle paddle to change gears if the driver wants to do it, or alternatively can be driven in exactly the same way as a fully conventional auto - but, many Easytronic owners have complained that the gear shift in "auto mode "is jerky; a common complaint with semi-autos based on conventional manual gearbox. Like a conventional full-automatic transmission vehicle, Easytronic will "crawl" forward when the driver's feet are released from the brake pedal when the car is stationary.
Packard
Also in 1941, Packard introduced the Electro-Matic coupling, which is a vacuum operated clutch pedal, characterized by an accelerator position. Significantly, it comes with an 'off' switch, probably due to the fact that the system is somewhat unstable when heating the machine. Packard systems are used in conjunction with their regular transmissions so that the H-pattern shift remains.
Previously, and by many manufacturers, the setting to release the clutch (via a device such as ratchet) during the glide tries to reduce the displacement. Called "freewheeling", it is plagued by the absence of adequate brakes.
Plymouth
In 1953, Plymouth installed a torque converter, called 'Hy-Drive', to their standard 3-speed manual gearbox. The torque converter allows the car to stay in high gear for most driving, providing a multiple of torque of fluid as needed. A coupling is provided for manual gear binding and the driver can use these three speeds as desired. Hy-Drive was also offered for the 1954 model, but was soon replaced with a fully automatic two-speed Chrysler PowerFlite transmission.
Renault/Nissan/Infiniti
For Dauphine, a semi-automatic Ferlec was offered from 1957 to 1963, when Jaeger's "automatic" electromechanical controls became fully available. The Ferlec transmission is a manual selection transmission coupled to the involved dry clutch and released by touching the gearshift, similar to the operation of the Volkswagen rider Automatic Stickshift , but without the VW torque converter.
The Dacia belonging to the Renault Group under the name Easy-R is founded on electro-mechanical rather than hydraulic technology. Easy-R automatic transmission uses a traditional manual gearbox with electronically controlled clutch and eliminates the need for a clutch pedal.
Easy-R is available in Logan, Logan MCV, and Sandero models. It is also available in the Indian market for Duster and Renault Kwid.
Infiniti Manual Shift Mode.
Reo
Self-Shifter, 1933-35. Self-Shifter first appeared in May 1933 and is offered as a standard on REO Royale and as an option on Reo Flying Cloud S-4.
Saab
For Saab 900 NG, semi-automatic transmission is available for Turbo models only in 1995 and 1996, mostly for the European market. The 'Sensonic' clutch variant provides manual gear lever as in standard manual transmission cars, but it eliminates clutch pedals that support electronics that can control coupling faster than the average driver.
Simca
Starting from the 1966 model, the Simca 1000 is available with a semi-automatic Ferodo gearbox. In 1966 only as a GLA 1000 model, but after that semi-automatic gearbox available on other models as an option. The gearbox uses a torque converter and has four positions: "AR" for reverse gear, "Exceptionnel" for low gear, "Ville Montagne" for city and mountain use and "Routes" for open roads. The clutch is detached when the selector is touched.
Mercedes-Benz/Smart
Smart Fortwo uses an automated manual transmission designed and manufactured by Getrag to remove clutch pedals. The first generation uses a six-speed version, and the second generation uses the five-speed version, the 5AMT130 model. Input from an optional floor-mounted or optional steering-wheel-mounted shifter controls servo-operated clutch and sequential auto gearbox. Vehicles may be driven in automatic mode or through paddle shifters, where the operator controls the shifting points but can not tidy or adjust the clutch speed.
Mercedes-Benz TouchShift, G Tronic.
Volkswagen
For the 1968 model, the Volkswagen Beetle offers an optional transmission marketed as Automatic Stickshift which is essentially a three-speed manual with no clutch pedals. The application of the driver's hand to the gear knob causes the clutch to break away via a 12-volt solenoid that operates the vacuum clutch, allowing tooth shifting. After the driver's hand is removed, the clutch will re-engage automatically. The transmission is also equipped with a torque converter, allowing the car to idle in gear, such as automatic. The torque converter is operated by a transmission fluid. This will allow the car to stop in any gear and start from stopping at any tooth. This transmission was first available on the 1967 Volkswagen Beetle, and was made available at Karmann Ghia in 1967. VW dropped the transmission option altogether in 1976. Some of the older (early 1960s) VWs sold in Europe had the "Saxomat" which uses a centrifugal clutch coupled to a standard 4-speed transmission.
VW uses a Dual-clutch transmission called Direct-Shift Gearbox in Volkswagen Group, Bugatti, Koenigsegg, SEAT, Skoda Auto, Volkswagen, S tronic at Audi E-Gear at Lamborghini and Porsche Doppelkupplung.
Volvo
Volvo Geartronic dan Volvo Trucks and bus: I-Shift.
Toyota/Lexus
Transmisi manual multimode dan Lexus: E-Shift.
BMW
Steptronic, SMG/SSG.
Aston Martin
Touchtronic
Maserati
Duo Select
Mitsubishi
Twin Clutch SST
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Aplikasi lain
Balapan
According to the Crazy Car episode "Le Mans Museum of the Automobile", the paddle shifter interface can be found as early as 1912. The system uses an inner steering wheel to select gear level and can be seen in "BollÃÆ' © e Type F Torpe  © performs" 1912 , showcased at "MusÃÆ'Ã… © e Automobile de la Sarthe" on the Le Mans race circuit.
In Formula One, the first attempt to replace clutchless gears was in the early 1970s, with systems tested by the Lotus team. However, it will be much more then that attention back to that concept. In 1989, John Barnard and Harvey Postlethwaite, engineers and designers of Ferrari, created an automatic gearbox for use on the Ferrari 640 single-seater. Despite serious problems in testing, this car won its first race at the hands of Nigel Mansell. In 1994, the semi-automatic transmission was dominant in terms of gearbox technology, and the last F1 car was equipped with a manual gearbox that was seized in 1995.
After fears that technology allows software engineers to program the car automatically changes to the optimal gear according to the position on the track, without driver intervention, standard software systems are mandated, ensuring the gears will only change up or down. when ordered by the driver. The buttons on the steering wheel, which go directly to a particular gear - not sequentially - are still allowed.
Trucks, buses and trains
Semi-automatic transmission has also entered the truck and bus market in the early 2000s. Volvo offers I-Shift on heavier trucks and buses, while ZF markets ASTronic systems for trucks, buses and coaches. In North America, Eaton offers an "AutoShift" system that is in addition to the traditional non-synchromesh manual transmission for large trucks. This gearbox has a place in public transportation because it has been shown to reduce fuel consumption in some cases.
Bristol/Daimler/Leyland Bus
The UK uses a pneumatic valve body to adjust gearshift by filling the pistons with compressed air inside the gearbox. The pneumatic piston or transmission lever is powered by a series of valve bodies and controlled by an electronic actuator associated with the gear shifter. Since each gear cycle is energized, the air valve is opened and closed to engage the appropriate gear lever. Compressed air is taken from the braking system and in case of pressure loss, the transmission will remain in the last selected tooth or if it is neutral, will not shift to the teeth.
Although in the UK, semi-automatic transmission has been very popular on buses for some time, from the 1950s to the 1980s, for example being the famous London AEC Route, although the latter can also be moved automatically in the top three gear. Most heavy-duty bus manufacturers offer this option, using the gearbox from Coventry's Self-Changing Gears Ltd, and on the urban single and double bus are the norm in the 1970s. This coincides with the development of the city bus with engine and transmission at the rear rather than the front, which is beyond the ability of manual gearchange/clutch linkage of the driver's position. Leyland produces many buses with semi-automatic transmission, including Leopard and Tiger trainers. The fully automatic transmission became popular with the increasing number of British-built continental buses, and more and more British manufacturers began offering automated options, mostly using imported gearboxes (such as those made by Voith and ZF), and semi-automatic transmission lost support. These days, very few buses with semi-automatic transmissions are still in operation, although many are still on the road with private owners. This type of modern manumatic transmission is becoming increasingly common, mostly replacing manual gearboxes in coach.
The self-Changing Gears automatic gearbox was also installed on several thousand railcars of diesel built for the British rail system in the late 1950s early 1960s, which took place in service until the 1990s of the 2000s. Their entire engine transmission system is based on it from major bus manufacturers in periods such as Leyland and AEC. Gear selection is done by train drivers with hand levers when the train is accelerated. Such trains are made up of a number of railways combined together and each electric car has two automatic engine/gearbox units mounted below the floor. Syncing the controls with the control cable connected via the train ensures that all gearboxes under all train trainers change teeth together.
Motorcycles
The first large-capacity motorcycle with a semi-automatic gearbox was the 1975 948cc Moto Guzzi Convert (the name was chosen to show a torque converter located at the heart of this 110 mph motor) a fairly heavy motorcycle that, although weighed still handled, and cornered very well, thanks to the race from Moto Guzzi Le-mans!
Honda has a variety of bikes equipped with a gearbox that mates a torque converter and a two-speed gearbox. This gearbox style still requires the rider to choose neutral manually and one of two gears using the tooth gear lever. These models are CB750A, CB400A, CM400A and CM450A. These bikes are given a badge and marketed as Hondamatics.
In addition to the above-mentioned Hondamatic system, Yamaha Motor Company introduced a semi-automatic transmission on the 2007 model of the FJR1300 sport-touring motorcycle of 2006. In particular, the system can be shifted with a lever in a traditional position near the left foot. , or with a switch that can be accessed to the left hand where the clutch lever will use a traditional motorcycle.
Honda has started production of the VFR1200F, which includes an optional dual clutch transmission, the first mounted on a motorcycle.
The BRP Can-Am Spyder Roadster is available with a clutchless automatic transmission (SE5 or SE6, with five or six speeds, depending on the model).
Small-capacity underbone or "step-thru" types of motorcycles, such as the Honda Super Cub, the Suzuki FR50 and FR80 and Yamaha Townmate, use a semi-automatic gearbox with "heel and foot" foot changes in a standard motorcycle position but without the need for clutch operation conventional.
Many modern motorcycles feature a device called a quickshifter to shift without pushing the clutch lever or closing the throttle. The special sensor recognizes the pressure on the gear shift rod and the quickshifter sends a signal to the ECU to stop refueling for a short time (milliseconds) or presses the spark on the plug, disassembling the gearbox and allowing tooth replacements. The idea came from a race that helped minimize the time when the motorcycle did not have full power. The alternative device for down-shift is called auto-blipper and less widespread. It's an artificially "blips" throttle to match engine speed with rear-wheel speed to avoid a sudden spike in torque transfer.
ATV
Honda released an electrically automatic ATV shift that started in the 1998 model with TRX450FE aka Foreman 450ES ESP (Electric Shift Program). The shift is done by pressing one of the gear selector arrows on the left handlebar control. The selected gear is currently shown by the digital display. The main components of the shifting mechanism are the same in both manual and electric shift models, but the main difference is the removal of the shift pedals and the increment of servo internal electric shifts that drive the components (clutch assy, ​​shift drum, etc.) in a single motion , not the traditional leg levers. In the event of malfunctions, the supplied lever may be placed on the protruding shaft of the crankcase in the traditional place where the pedal should be. This electric shift technology is then applied to their complete ATV line.
Tiptronic
Tiptronic is a registered trademark, owned by German automaker Porsche, which licenses it for use by other manufacturers, such as Land Rover and the full Volkswagen Group (Audi, SEAT, Koda, Bugatti, Lamborghini, Porsche and Volkswagen). Many people use the term 'tiptronic' to refer generally to all types of automatic torque converter transmissions that incorporate the manual up/down setup feature.
Tiptronic transmissions can operate in the same way as conventional type automatic transmissions, but also offer additional method drivers to manually overwrite automatic changes. By moving the shift lever into the second operating field of the shift gate, fitted with two spring positions: "increase" and "tooth decay", the driver takes over most of the shifting decisions, which would normally be performed by computer transmissions.
For example, this allows delayed tooth changes to increase acceleration, increase engine braking, hold teeth in a curve, lower teeth before passing through, or raise altitudes for roaming. In some models, upshift and downshift operations can also be controlled by a push-button or paddle shifter mounted on the steering wheel, with an optional display on the instrument panel showing the current gear selection. Since adding Tiptronic to semi-automatic transmission involves an additional gateway gateway to the computer and updating to the transmission software, it is inexpensive and lightweight to implement. Although tiptronic transmissions allow drivers to measure certain discrete controls, tiptronic designs are implemented using torque converters such as other automatic transmissions. Real tiptronic transmission is not a computer-controlled manual transmission (with conventional clutch).
Modern tiptronic-type transmissions use transmission control unit, the transmission is able to adapt to the driving force of the user through "fuzzy logic". The shift of points adjusted to the driver's habits, through the process of evolution.
Type
- Double clutch transmission
- Electrohydraulic manual transmission (eg BMW sequential manual gearbox, SMG)
- Multimode manual transmission
- Saxomat
Two-pedal operation
Manumatic Systems and Newtondrive Automotive Products are also known as "two-pedal transmission". They reduce the driver's need for skills in operating the clutch and engine spin along with tooth replacements.
- Manumatic
A clutch servo powered by a vacuum on an inductive manifold operated automatic clutch - a conventional coupling incorporating centrifugal operation. The switch on the transmission lever operates the solenoid valve so that when the transmission lever is removed, the clutch is removed. A control unit adjusts the throttle to keep the engine speed in line with the actuated clutch plate and also to vary the speed of the coupling operation according to the speed of the road.
- Newtondrive
The Newtondrive system differs in making provisions for choke control and cable connections from the coupling operating mechanism to the throttle.
The system can be fitted to smaller cars like Ford Anglia.
See also
- Rotate
- Shift kit
- Shift time
- Automatic transmission
- Double clutch transmission (DCT)
- Automatic manual transmission
- Multimode manual transmission
- Honda I-SHIFT
- Direct-Shift Gearbox
- Automatic transmission
- Tiptronic
References
Source of the article : Wikipedia
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