Transmisi otomatis mendominasi pasar Amerika Utara dan Jepang, tetapi di Eropa, MTs yang banyak digunakan. Untuk memenuhi permintaan global, dua jenis MT ("Large" dan "Mid" ukuran) telah baru dikembangkan. Konsep pembangunan adalah untuk menciptakan sebuah "MT ringan dan kompak dengan peningkatan pergeseran merasakan dan ekonomi bahan bakar yang lebih baik". Tujuannya adalah untuk mencapai MX-5-seperti sporty dan cepat merasa shift.
Untuk merasa pergeseran cepat, baik pergeseran-tuas stroke yang pendek dan upaya pergeseran cahaya harus dicapai. Dengan mengejar struktur ideal transmisi manual, 16% pada maksimum penurunan berat badan tercapai. Selain itu, kerugian gesekan internal berkurang secara signifikan untuk mencapai peningkatan 1% dalam ekonomi bahan bakar.
To achieve lighter shift effort with a short shift lever stroke, the lever ratio must be increased. However, a larger lever ratio reduces the internal stroke. To achieve precise synchronizer and torque transmission even with a short internal stroke, a small module spline is used.
Also, the shift effort gradually reduces through the stroke, providing reassuring resistance as the lever is first pushed, then getting lighter so it feels as if the shift lever is automatically moving into gear. With the current shift lever, shift effort in the select direction (right-left direction) increases with the movement of the shift lever, but with the new shift lever, a stable shift effort is achieved. Binding is minimized when shifting diagonally.
Since the structure of an MT is relatively simple, completely new ideas and logical thinking are required to achieve further weight reduction and higher efficiency.
The triple-shafted gear train with a common gear for 2nd and 3rd was selected from approximately 30 different configurations due to its potential to achieve lightness, light shift effort, high efficiency, and a wide gear ratio. Based on this selection, the lightest structural specifications were selected from over 10,000 alternatives. By reviewing the function of each component, commonization of the 1st and reverse gears was newly adopted.
This enabled the length of the secondary shaft to be reduced by 20%. A common 1st and reverse gear made possible the removal of the reverse idle shaft. As a result, by reexamining gear configurations, the number of components decreased and the gear train weight was reduced by roughly 3kg.
Untuk merasa pergeseran cepat, baik pergeseran-tuas stroke yang pendek dan upaya pergeseran cahaya harus dicapai. Dengan mengejar struktur ideal transmisi manual, 16% pada maksimum penurunan berat badan tercapai. Selain itu, kerugian gesekan internal berkurang secara signifikan untuk mencapai peningkatan 1% dalam ekonomi bahan bakar.
To achieve lighter shift effort with a short shift lever stroke, the lever ratio must be increased. However, a larger lever ratio reduces the internal stroke. To achieve precise synchronizer and torque transmission even with a short internal stroke, a small module spline is used.
Also, the shift effort gradually reduces through the stroke, providing reassuring resistance as the lever is first pushed, then getting lighter so it feels as if the shift lever is automatically moving into gear. With the current shift lever, shift effort in the select direction (right-left direction) increases with the movement of the shift lever, but with the new shift lever, a stable shift effort is achieved. Binding is minimized when shifting diagonally.
Since the structure of an MT is relatively simple, completely new ideas and logical thinking are required to achieve further weight reduction and higher efficiency.
The triple-shafted gear train with a common gear for 2nd and 3rd was selected from approximately 30 different configurations due to its potential to achieve lightness, light shift effort, high efficiency, and a wide gear ratio. Based on this selection, the lightest structural specifications were selected from over 10,000 alternatives. By reviewing the function of each component, commonization of the 1st and reverse gears was newly adopted.
This enabled the length of the secondary shaft to be reduced by 20%. A common 1st and reverse gear made possible the removal of the reverse idle shaft. As a result, by reexamining gear configurations, the number of components decreased and the gear train weight was reduced by roughly 3kg.
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