S10 Manual Transmission Fluid

S10 Manual Transmission Fluid

Images are available in PDF form when logged in. BRIEF DESCRIPTION OF THE DRAWINGS These and other objects and advantages of the present invention will become understood from the following description with reference to the accompanying drawings, wherein: Fig. Thus, the rotational speed Nm of the input shaft 4 varies along with a variation of the rotational speed of the crank shaft 3 due to the drag torque even if the wet clutch 6 is disengaged. During a switch operation of the synchronous sleeve 31b, the ETC control is executed at a step S4. 3 shows time charts, wherein (A1)-(A4) are time charts showing some control conditions when performing a shift change from the second gear range to the first gear range in the automated manual transmission as shown in Fig. In more detail, since the engine speed is set higher by the predetermined value than the input shaft rotational speed, in which the drag torque of the wet clutch works in such a manner that the rotation of the input shaft is increased, the difference of the rotational speed between the input shaft and output shaft becomes small, so that the transmission operation of down-shifting can be quickly executed. The synchromesh mechanism 31 includes a synchronous hub 31a fixed to the input shaft 4 and a synchronous sleeve 31b always engaging therewith. On the other hand, when the both discs are separated during a transmission operation, the engine 1 is disengaged from the input shaft 4. The wet clutch performs a connection and disconnection of power due to pressing a drive side clutch disc fixed to the crank shaft against a driven side clutch disc fixed to the input shaft or not. 2B is a flowchart showing a sub-routine of an ETC control in Fig. Further, the load applied to the synchromesh mechanism can be reduced, so that it is possible to prevent the synchromesh mechanism from being damaged due to the load. In order to improve these disadvantages, for example, the Japanese Patent No. Then, the automated manual transmission of the present invention controls the engine speed Ne to heighten by a compensating value alpha than the rotational speed Nm of the input shaft 4, so that the rotational speed Nm of the input shaft 4 can be raised until the rotational speed necessary for synchronizing the rotation by the synchromesh iffa v3 ivan santiago mechanism. 2 indicates the case of down-shifting from the second speed range to the first speed range, but the other cases of down-shifting such as one from the third speed range to the art schools of toronto second speed range can be also controlled in the same manner. In this case, when the engine speed is lowered through turning the throttle valve largely down during the transmission operation, the engine speed becomes lower than the rotational speed of the input shaft 4. To the contrary, a down-shifting transmission operation is executed as the vehicle speed decreases or when operating a kick down by deeply depressing the accelerator pedal. Next, the transmission operation of the vehicular automated manual transmission in Fig.
At a step S7, the engine speed Ne is compared with a value adding the rotational speed compensating value alpha to the rotational speed Nm of the input shaft 4. The control apparatus according to claim 1 or 2, wherein the predetermined value is set to be small as an oil temperature of a lubricating oil filled in the wet clutch (6) becomes low.

According to the present invention, the engine speed is set higher by the predetermined value than the input shaft rotational speed, in which the drag torque of the wet clutch works in such a manner that the rotation of the input shaft is increased.
A second synchromesh mechanism 32 is provided between the third speed drive gear 13 and the fourth speed drive gear 14, and a third synchromesh mechanism 33 is provided adjacent to the fifth speed drive gear 15 at the input shaft 4.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment according to the present invention will be explained huntington park high schools in detail hereinafter with reference to the accompanying drawings. To the contrary, when the engine speed Ne is less than the added value of the rotational speed Nm of the input shaft 4 and the compensating value alpha at the step S7, the opening degree Th of the electronic control throttle valve 2 is turned up by the compensating value beta , so that the engine speed Ne is increased. When engaging the synchronous sleeve 31b with a spline 11a integrally formed in the first speed drive gear 11, a transmission gear ratio is set to one of a first speed range, and to the contrary, when engaging with a spline 12a integrally formed in the second speed drive gear 12, it is set to a second speed range. The automated manual transmission is provided with a main clutch positioned between a crank shaft and the input shaft in order to switch between an engaged chubby hairy man pic state and a disengaged state.

As a result, there occur problems that shift changing time may be extended, or the synchromesh mechanism may be damaged. First, the synchronous sleeve 31b is engaged with the spline 11a to form a power transmitting condition in the transmission gear train of the first speed range, and thereafter the wet clutch 6 is operated to be engaged. In addition, it is possible to reduce the degree of shock which occurs when the wet clutch is engaged again after terminating the down-shifting operation. In short, the transmission characteristic of the vehicular automated manual transmission with the wet multi-disc type clutch can be improved. In addition, it is the other characteristic of the present invention that the predetermined value is set small as an oil temperature of a lubricating oil filled in the wet clutch becomes low.
When the synchronous sleeve 31b moves and reaches a position of neutral, a power transmission is not performed between the input shaft 4 and output shaft 5. In particular, such a tendency is strong at a low temperature oil since viscosity of the lubricating oil becomes large. It goes without saying that the present invention is not limited to the embodiment mentioned above, and can be variously modified without departing from the scope of the invention.
First, assume club fan john stamos that a neutral range is selected through a driver's operation of a select lever mounted in a passenger's compartment under the engine driving condition, in which the wet clutch 6 is held with a disengaging state between the engine 1 and the input shaft 4 by means of the actuator controlled by the control unit 41.

When youngs photography york pa the drive side clutch discs 7a and the driven side clutch discs 8a are pressed against each other, the engine 1 is engaged to the input shaft 4. In addition, the illustrated transmission is of the longitudinal-placed amigos.com com go p23553.subamigos type in which the input shaft and the output shaft are directed in a forward and backward direction of the vehicle, but the present invention may be also applied to a horizontal-placed type in which the input shaft and the output shaft are directed in a vehicle width direction.
Thereby, the difference of the rotational speed between the input shaft and output shaft becomes small, so that the transmission operation of down-shifting can be quickly executed.
2A is a flowchart showing a control process for performing a shift change from the second gear range social psychology and attraction to the first gear range in the automated manual transmission as shown in Fig. It is a further characteristic of the present invention that the control means adjusts an opening degree of the throttle valve based on signals detected from an engine speed sensor, an input shaft dragonball z intro song rotational speed sensor, and a lubricating oil temperature sensor.

SUMMARY OF THE INVENTION An object of the present invention is to improve a transmission characteristic of a vehicular car christi corpus loan automated manual transmission provided with a wet clutch.
In addition, it is possible to reduce the degree of shock which occurs when the wet clutch is engaged again after terminating the down-shifting operation.

Moreover, a sift change operation due to an engaging movement of respective synchronous sleeve 31b, 32b, and 33b in an axial direction is automatically executed by an actuator (not shown). At a step S6, the predetermined compensating value alpha of the rotational speed is set to a value corresponding with the oil temperature in order to suitably maintain the rotational speed of the input shaft 4, in which the rotational synchronizing by means of the synchromesh mechanism 31 is smoothly performed without influence from a variation of oil temperature. 3, so that the load applied to the synchromesh mechanism 31 is decreased.