All manual transmissions use a secondary axis for gear selection options. Below is a diagram of how a single transmission functions layshaft. The input shaft connecting with the clutch, labeled ES. The output shaft connecting with the driveshaft is labeled OS.El input shaft is connected to the upper left red gear, which becomes as long as the clutch is engaged. This drives the lower left red gear at all times. The lower red gears are all connected to the shaft and are called the cluster. Each time the clutch is engaged, all the turns of the turning libremente.El drawing shows the transmission in neutral. In this neutral position, none of the blue gears
engaged, so that only black gears rotate freely on the output shaft (driven by the red gears lower), and the output shaft transmits no potencia.Observe the shift pattern 5-speed left. Three fore and aft throws on the shifter. Each release moves a shift fork independent driving a blue gear. When the lever is moved to the left, then select reverse gear forward, and shift fork moves the blue gear 1-R on the right. Move the shift lever back selected first gear and shift fork moves the blue gear 1-R to the left. Similarly, the release media shifter moves the blue gear 3-2 and shooting right lever moves the blue gear 5-4. By selecting a gear with the shift lever, gear selected blue moves in the direction apropiada.El drawing below shows the transmission in first gear. The 1-R blue gear slides to the left and now provides first gear power to shaft out.The picture below shows the transmission in second gear. The blue gear slides 3-2 to second gear power couple right now the black arts of the axis of out.The picture below shows the transmission in third. The 3-2 blue gear slipped to third gear power couples left and now from the central black gear to shaft out.The picture below shows the transmission in fourth. The blue gear 5-4 slides to the right and now the fourth power gear pairs from the smaller black gear to the shaft out.The picture below shows the transmission in fifth gear. 5-4 The blue gear slipped to fifth gear power couples left and now from the red gear shaft directly input shaft out.The picture below shows the transmission in reverse. The 1-R blue gear slides right and now couples power from the red reverse gear to the output shaft, forcing the output shaft to rotate in reverse. Note the gear ratio difference between the first and reverse gears red. The reverse gear is about one third the diameter of the gear train red used for first gear. Since the diameter ratio gear ratio or gear teeth both determine the transmission ratio, the reverse gear will drive the 1-R (and the output shaft) approximately 1/3 of the speed of the first gear would lead salida.Múltiples shaft transmission types contraejeLa single shaft transmitting high forces placed on the bearings of the gear and gear teeth. To increase the life of the transmission shaft and twin shaft triple transmissions were developed. The double-shaft transmission is the most popular Roadranger. The drawing shows an end view of the three types of intermediate shaft. The twin countershaft forces divided between two groups of countershaft gears and triple shaft forces divided among the three groups of gear shaft intermedio.Observe the twin countershaft has double gear teeth meshing cluster and triple shaft has three times the number of teeth of the meshed gears cluster. The more teeth are engaged, the tooth wear longer. The load shaft input bearing twins is lighter because the input gear is balanced between the two intermediate shafts and not trying to move sideways. The load bearing shaft of the transmission input shaft triple is even less, since it is balanced on three sides by the intermediate shafts. He's not trying to move up or down either. Triple transmission shaft is made primarily by truck Mack.Múltiples temporizaciónEstas countershaft transmission requirements multiple countershaft transmissions have a unique requirement for timing while mounted. If you look at the picture below and to the right, you will notice that art A is floating around the output shaft. This design was built to reduce resistance have five of these floating. Because each of these five floating gear has a different number of teeth on the gears associated with the intermediate shafts have different phased positions. These different phases required
for each gear float centered around the output shaft appropriately. If individual intermediate shafts are out of time (one or more teeth out of position), one or more of these floating gears operate slightly out of position with the output shaft. Misalignment usually allow all gear to be selected, but the transmission is doomed to fracaso.Cuando floating a gear is a bit out of position, to wear in the gear B as shown in the diagram on the left. Gear B is what power gear pairs to the output shaft when the gear is selected. The float of alignment will cause a lot of friction, breaking down the lubricant properties, and lack of transmission will occur within about 200 miles of use after untimed transmission assembly. Always refer to the manufacturer's time requirements for the assembly of multiple transmissions auxiliaresHasta Shift intermedio.Unidades axis we have only spoken of the main section of the 5-speed gearbox. When require more shift gears, then an auxiliary gearbox is bolted behind the primary case 5 speed. These auxiliary gearboxes typically use 2, 3, or 4-speed gear. The left drawing shows an auxiliary gearbox 3 speed selected is displayed in the range of low output shaft fast rate of speed 5 is replaced with a shaft splines to the input shaft unit aux. The input shaft of the auxiliary unit is now connected directly to the output shaft of the gearbox primary 5 speed. The output shaft of the auxiliary unit is now the axis of transmisión.Para striatum prevent requiring a second shifter for the auxiliary unit, air pistons within AUX unit are controlled by air valves in the handle the shifter main gearbox.
The driver operates a switch for adjusting the speed under low aux as shown above. While low speed is selected, the air piston upper and middle gear is locked in the center position, and can not be seleccionar.Una time the driver switches from the low-end, then the other switch on the shift lever allows changing between average speeds and altas.El following diagram on the right shows gear selection aux middle of this unit. While in high or medium gears, piston low speed air is blocked and can not be seleccionar.Muchos road trucks are 2-speed auxiliary unit, which does not have the low speed range. They only have medium and high gears. These 2-speed auxiliary units are commonly called divisores.Aunque these diagrams show only single intermediate shaft drives, the same principles apply for ancillary units double and triple countershaft. If the primary rate is 5 multiple countershaft then the auxiliary unit is also countershaft múltiple.El next drawing on the left shows the high-speed auxiliary unit. Note that this is like the 5-speed in which the input shaft is directly coupled to the output shaft. No current flows through the auxiliary units are intermedio.Algunas axis output overdrive. Instead of direct top gear, prepared just the output shaft to rotate faster than the input shaft. In this situation, there is usually a choice of direct drive and again. This again allows the division of the five-speed gears to simulate 10-speed, but now offers sobremarcha.Una thing you can always count on the good ole USA, is a lot of options. You've probably heard of 5-speed, 10-speed, 13-speed, 15-speed and 18-speed. With the new diesel engine address (electronic), performance and fuel efficiency has forced engineers to keep the engine at low revs, while the use of more torque. This combination reduces the need for many forward gears, at least speed transmissions are the future trucker. In fact, this brings us to the next type of transmission automatic transmissions called Top Gear. Below is an exploded view of a typical double countershaft transmission with an auxiliary 3-velocidad.Automatizados Top Gear today TransmissionsEquipos heavy road running percent lesser degree hill climbs, has a high torque output computer-controlled engines and transmissions go through 10-speed operation in the speed control mode most of the time. In fact, most linehaul drivers spend 93% of their time on the go either ninth or décimo.Con the widespread use of electronics in both engines and automatic transmissions today two main levers of change have come into play. The cruise control computer, engine computer and transmission equipment of all information sharing and managing automatic gear ninth and décimo.Hemos explained above how the auxiliary shift lever was operated with air to avoid a second shifter . The top-2 transmissions simply allow the engine computer to power air pistons changes take place between 9 and 10. The team reports the transmission input shaft RPM and engine computer measures the RPM of the engine. Cruise control decides when change is required. When a change is required, the engine computer breaks pae transmission), the orders of a deselect the current gear transmission corresponding to engine RPM for the new input gear RPM of the arrow, and then select the new computer, and then re-torque (adds a new power). There is no action required because the engine clutch gear RPM team game. The whole process takes place when the cruise control computer determines that a change is necesario.Para operate in automatic mode, a few requirements must be met. The driver is shifted through the first gear 8, gripping in a normal manner. When the vehicle speed is above 40 mph and the engine speed is 1400 rpm or more, and the driver changes the eighth gear position, and the cruise control is active, engine computers take over the first two shifts and supports crucero.Un control requirements problem that can occur is called transmission hunting. For a road speed, throttle position and engine load given, the system will move back and forth between 9 and 10. When this happens, simply change your speed road a bit and hunting detendrá.Estas transmissions also have a lock switch that allows the driver to override the automatic, and when you activate the switch, the transmission remains in actual.Las equipment identifies system faults when the system fails three attempts to shift within a time period of 9 seconds. The failures result in trouble codes that are specific Engine. Each engine has its own codes of transmission failure problems. Once the failure mode has been detected, transmission stations in manual mode and return to the automatic mode until the bus has stopped and the ignition key has been turned off for at least 10 transmission segundos.Consulte and specific engine manufacturer's documentation for specific
error codes and troubleshooting tips. We hope to publish some of the error codes as soon as they are available to nosotros.Aceite transmission aceiteTransmisiones pumps and chillers operate under high torque at speeds below 30 miles per hour, for example, during a sharp rise in grade. High torque conditions generate considerable friction that can drive oil temperature above 250 degrees. Oil temperatures above 250 degrees can decompose the lubricating properties of the oil and result in life shorter transmission. Synthetic oils reduce these effects negativos.En transmission models, the lubrication of gears, bearing cap and the oil is obtained by thrown out of the countershaft gears spinning cluster of oil. When the transmission operates with a steeper angle of 12 degrees, poor lubrication may occur with serious damage to components resultantes.Muchos multiple countershaft transmissions using an oil pump and oil cooler to overcome the above problems. Oil pump to circulate the transmission oil through an external oil cooler, and the oil pump can secure adequate lubrication during steep climbs grado.Las oil pumps may be mounted within the transmission or that be mounted on the support PTO transmission. When used with an oil cooler, the combination can reduce the temperature of transmission oil for 50 degrees. This greatly reduces the possibility of the condition of high torque taking the oil temperature above 250 degrees dangerous. Oil coolers can be water cooled or air cooled. It recommends oil coolers for engines over 350 HP, and are required for engines over 399 HP
engaged, so that only black gears rotate freely on the output shaft (driven by the red gears lower), and the output shaft transmits no potencia.Observe the shift pattern 5-speed left. Three fore and aft throws on the shifter. Each release moves a shift fork independent driving a blue gear. When the lever is moved to the left, then select reverse gear forward, and shift fork moves the blue gear 1-R on the right. Move the shift lever back selected first gear and shift fork moves the blue gear 1-R to the left. Similarly, the release media shifter moves the blue gear 3-2 and shooting right lever moves the blue gear 5-4. By selecting a gear with the shift lever, gear selected blue moves in the direction apropiada.El drawing below shows the transmission in first gear. The 1-R blue gear slides to the left and now provides first gear power to shaft out.The picture below shows the transmission in second gear. The blue gear slides 3-2 to second gear power couple right now the black arts of the axis of out.The picture below shows the transmission in third. The 3-2 blue gear slipped to third gear power couples left and now from the central black gear to shaft out.The picture below shows the transmission in fourth. The blue gear 5-4 slides to the right and now the fourth power gear pairs from the smaller black gear to the shaft out.The picture below shows the transmission in fifth gear. 5-4 The blue gear slipped to fifth gear power couples left and now from the red gear shaft directly input shaft out.The picture below shows the transmission in reverse. The 1-R blue gear slides right and now couples power from the red reverse gear to the output shaft, forcing the output shaft to rotate in reverse. Note the gear ratio difference between the first and reverse gears red. The reverse gear is about one third the diameter of the gear train red used for first gear. Since the diameter ratio gear ratio or gear teeth both determine the transmission ratio, the reverse gear will drive the 1-R (and the output shaft) approximately 1/3 of the speed of the first gear would lead salida.Múltiples shaft transmission types contraejeLa single shaft transmitting high forces placed on the bearings of the gear and gear teeth. To increase the life of the transmission shaft and twin shaft triple transmissions were developed. The double-shaft transmission is the most popular Roadranger. The drawing shows an end view of the three types of intermediate shaft. The twin countershaft forces divided between two groups of countershaft gears and triple shaft forces divided among the three groups of gear shaft intermedio.Observe the twin countershaft has double gear teeth meshing cluster and triple shaft has three times the number of teeth of the meshed gears cluster. The more teeth are engaged, the tooth wear longer. The load shaft input bearing twins is lighter because the input gear is balanced between the two intermediate shafts and not trying to move sideways. The load bearing shaft of the transmission input shaft triple is even less, since it is balanced on three sides by the intermediate shafts. He's not trying to move up or down either. Triple transmission shaft is made primarily by truck Mack.Múltiples temporizaciónEstas countershaft transmission requirements multiple countershaft transmissions have a unique requirement for timing while mounted. If you look at the picture below and to the right, you will notice that art A is floating around the output shaft. This design was built to reduce resistance have five of these floating. Because each of these five floating gear has a different number of teeth on the gears associated with the intermediate shafts have different phased positions. These different phases requiredfor each gear float centered around the output shaft appropriately. If individual intermediate shafts are out of time (one or more teeth out of position), one or more of these floating gears operate slightly out of position with the output shaft. Misalignment usually allow all gear to be selected, but the transmission is doomed to fracaso.Cuando floating a gear is a bit out of position, to wear in the gear B as shown in the diagram on the left. Gear B is what power gear pairs to the output shaft when the gear is selected. The float of alignment will cause a lot of friction, breaking down the lubricant properties, and lack of transmission will occur within about 200 miles of use after untimed transmission assembly. Always refer to the manufacturer's time requirements for the assembly of multiple transmissions auxiliaresHasta Shift intermedio.Unidades axis we have only spoken of the main section of the 5-speed gearbox. When require more shift gears, then an auxiliary gearbox is bolted behind the primary case 5 speed. These auxiliary gearboxes typically use 2, 3, or 4-speed gear. The left drawing shows an auxiliary gearbox 3 speed selected is displayed in the range of low output shaft fast rate of speed 5 is replaced with a shaft splines to the input shaft unit aux. The input shaft of the auxiliary unit is now connected directly to the output shaft of the gearbox primary 5 speed. The output shaft of the auxiliary unit is now the axis of transmisión.Para striatum prevent requiring a second shifter for the auxiliary unit, air pistons within AUX unit are controlled by air valves in the handle the shifter main gearbox. 
error codes and troubleshooting tips. We hope to publish some of the error codes as soon as they are available to nosotros.Aceite transmission aceiteTransmisiones pumps and chillers operate under high torque at speeds below 30 miles per hour, for example, during a sharp rise in grade. High torque conditions generate considerable friction that can drive oil temperature above 250 degrees. Oil temperatures above 250 degrees can decompose the lubricating properties of the oil and result in life shorter transmission. Synthetic oils reduce these effects negativos.En transmission models, the lubrication of gears, bearing cap and the oil is obtained by thrown out of the countershaft gears spinning cluster of oil. When the transmission operates with a steeper angle of 12 degrees, poor lubrication may occur with serious damage to components resultantes.Muchos multiple countershaft transmissions using an oil pump and oil cooler to overcome the above problems. Oil pump to circulate the transmission oil through an external oil cooler, and the oil pump can secure adequate lubrication during steep climbs grado.Las oil pumps may be mounted within the transmission or that be mounted on the support PTO transmission. When used with an oil cooler, the combination can reduce the temperature of transmission oil for 50 degrees. This greatly reduces the possibility of the condition of high torque taking the oil temperature above 250 degrees dangerous. Oil coolers can be water cooled or air cooled. It recommends oil coolers for engines over 350 HP, and are required for engines over 399 HP
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