Torque converter is an external automatic transmission unit, which transmitting torque from the engine to the transmission serves for accelerationusing two turbines rotating in oil, driven and driven)and damping (and transforming) the torque from the engine.

The torque converter is often referred to by the name of its predecessor: "fluid coupling", because it connects the engine to the gearbox as a clutch (clutch). Locked by the clutch, the torque converter is disengaged, transmitting torque directly without losing power.

In the slang of the masters, the torque converter is called " bagel".

The torque converter, although it is outside the automatic transmission design, is part of the gearbox, because it is controlled by the valve body through the common hydraulic system of the transmission. And its malfunctions directly affect the operation of the oil pump, valve body and the resource of the entire box, as (more details -).

Torque converter functions:

Protect the box during sudden acceleration and deceleration by the engine. (This job is done by the damper and the hydraulic fluid between the turbines)

Increase in torque. The very name "Torque converter" orTorque Converter came from the fact that during acceleration there is an approximately 2-fold increase in the torque due to the same fold decrease in the rotation speed on the output shaft.The higher the speed (and the lower the acceleration), the lower this multiplicity.

Torque converter malfunction symptoms

The torque converter is the main "pachkun" and the main "heating pad" of the transmission, one of the first automatic transmission units, which develops its resource before overhaul. blockages wear out (often unevenly - which leads to vibrations), begins to stain and overheat the oil, clog the valve body valves, which, because of this, does not supply oil to the clutch packs, which leads to an automatic transmission. If you delay replacing the worn out clutch of the torque converter lock-up, then problems such as overheating of the hub, vibration of the output shaft, which trigger the next link of problems - oil pump... And the pump is the "heart" of the machine, which pumps oil into the "brains" () and to the "arms and legs" (clutch packs) of the automatic transmission. The "symptoms of diseases" of automatic transmission are described in more detail.

What kind of work is performed during the repair of gas turbine engines?

A typical (minimal) repair of a torque converter includes: "opening" the body seam, revision and cleaning / washing of parts, replacement of the clutch clutch, oil seals, assembly and welding of the body seam.

To disassemble the unit, it is required to cut the assembly weld along the equator of the gas turbine engine on a lathe, and only after depressurization is diagnostics and replacement of consumables performed. Below is the work on the bulkhead of this node.

Device Torque converters

Hydrotransformer carries out hydrathe influence of the clutch between the engine and the automatic transmission.Unlike mechanical clutch in the manual gearbox, the gas turbine transmits torque from the drive shaft to the slavethrough the mechanical friction of the clutches, but through the hydraulic oil pressure. Like the wind turns the wings of a mill. This method of transmission of torque (through oil) allows you to perform an important function of the "shock absorber" - to protect the box from peak loads. Numerous video. When the speeds of rotation of the input and output shafts are equal (and this structurally occurs at a speed of 60-70 km / h), the mechanical blocking of the gas turbine engine is activated. With the help of a friction lining of the blocking piston, the rotation of the oil is stopped, and the input and output shafts of the gas turbine engine are blocked and the engine and transmission are connected directly. The torque converter in this mode turns off and already mechanically transfers 100% of rotation without loss. Similar to depressing the clutch pedal on a manual gearbox. While the gas turbine engine is operating, it spends kinetic energy from the engine on mixing the oil and, as a result, on heat by rubbing it. And at the moment of blocking, when the friction clutch touches the steel disc, the lining and the friction dust gets into the oil. These two side functions of the gas turbine engine are the main problems that negatively affect the health of automatic transmissions.

Efficiency of the torque converter

The average efficiency of typical 20th century 3- and 4-speed automatic transmissions in “city driving” mode was 75 to 85%. And the gas turbine earlier automatically switched off at a speed of approx. 60 km / h. At the moment when the mechanical interlock is activated, the efficiency of this unit immediately rises to 100%. Analogue of the closed clutch manual gearbox. But while rotating oil transfers the load from the engine to the transmission, the efficiency of this unit is sharply reduced. The faster the blocking clutch closes and the shorter the operating period of the turbines of the gas turbine engine, the higher the weighted average efficiency of the machine and the lower the fuel consumption and oil heating. In the 21st century for all 6 and 8of step automatic transmissions with the beginning of the use of the on-board computer and (electric regulators), the weighted average efficiency of the torque converter was brought to a record 94-95%. Optimization is achieved due to the fact that the blocking clutch is connected with slipping for acceleration as early as possible (sometimes already from 2nd speed - left) and unlocks as late as possible when the speed is reduced. Almost approaching the sport mode of the clutch pedal on the manual gearbox. Which leads to accelerated wear of the blocking clutch.

Adjustable clutch slip

The "controlled slip mode" of the blocking clutch is when a clutch (or several of them - according to the fashion introduced), controlled by a fine-tuned and a computer, is pressed by oil pressure to such a distance to the body that a thin film of oil remains in the gap between them, large enough for slipping and heat dissipation from surfaces, and thin enough to make the driven shaft rotate. It looks like slipping of a dry clutch during aggressive acceleration with a manual gearbox or an adjustable brake pad brake. Thus, the blocking clutch together with the turbine impellers spins the transmission shaft. Joint work of mechanical and hydraulic acceleration. The programmers of some manufacturers have adjusted this effort in such a way that in "sports" acceleration modes up to 80% of the thrust falls on the clutch and the remaining 20-30% of all overclocking work is performed by oil and turbines. Although this increase in efficiency reduces fuel consumption and oil heating, it leads to oil contamination with wear products of the clutch itself. It should be noted that this is an additional option for the operation of the gas turbine engine. If the gas pedal is pressed quietly, then the "slip mode" does not turn on and the "eternal" turbines and oil work to a greater extent. And the friction clutch with this operating mode can live 300-400 tkm of run. If earlier the car was accelerated by the flow of oil between the turbine impellers, and the blocking clutch only helped a little at the end before blocking, then in the 21st century gas turbine engine it is more and more often it is "slipping" clutches that accelerate the car, and the turbines only help. This is the idea of \u200b\u200bMercedes - to shift most of the work to the clutches in modern stepped. Thus, a revolutionary change in the very principle of clutch operation was introduced. If the clutches of the 20th century worked in the "On-Off" mode (the clutch was as short as possible, with a shock to speed up gear changes), then new generations of gas turbine clutches began to work in the "Regulator" mode, like the brake pads of a wheel. () This led to the following features: 1. The material of the loaded lining is no longer the same as that of the "lazy" working eternal paper friction linings of 4 mortars, but graphite "high-energy" compositions differing in wear and temperature resistance and, most importantly, in "stickiness" (left). It is this "stickiness" of the lining that allows the crazy torque from the roaring engine to be transmitted to the wheels. And as the reverse side of the coin, these super-resistant and super-adhesive microparticles, torn off the clutch from months of friction, travel together with oil and "spray" are welded-glued into all inconvenient places, starting from the parts of the torque converter, ending with spools and channels, etc. 2. The half-worn clutch of the gas turbine engine keeps contact less and less predictably vibrates, even more heating the body of the "donut" and the oil itself. And the computer does not understand that the friction is worn out and increases the pressure on it, which leads to accelerated overheating and the final wear of the lining to the adhesive layer. In the first place in the repair, by a wide margin, are the 5HP19 "bagels", which almost always come for repair with an overheated pilot hub ( on right) ... In order to cut this section of the iron structure and weld a new hub, each GDT service has special welding equipment. Quite delicate and responsible work. 2A. The most unpleasant thing from a worn out clutch is its remnants, that is adhesive layer, on which the pad is glued to the metal. It is the particles of clutch glue that are most harmful to the valve body and spool valves. And of course the filter. Dirt sticks to these hot drops of glue in the most important places and clogs the channels. Therefore, the developers of valve bodies and solenoids tearfully implore drivers to change the torque converter lining in a timely manner, without waiting for its final wear. 3. Oil superheated by a "bagel" (over 140 °) for several hours of such boiling kills the rubber of the oil seals and seals, as well as the remnants of the clutches ( the cellulose base is charred). And although in the new 6-speed automatic transmissions of German and American manufacturers, instead of a friction lining glued to the piston body, they began to use real carbon-based friction discs (see. higher left), the overheated clutch lasts longer, but the dirt from it is much more aggressive than the previous "paper" generation. Therefore, the planned replacement of the clutches of the torque converter has become a mandatory routine on the Mercedes automatic transmission and ZF 6HP26 / 28.

How Torque Converter Ages

1. If the lining has worn out unevenly and vibrations are heard at a speed of 50-70 km, then this kills both the "donut" itself and the oil seal and the oil pump. And the malfunctioning of the pump is similar to the problems of the heart and blood vessels, which does not supply pressure to the "brain", causing senile dementia. 2. If the lining has worn out to zero (and this can occur from 100 tkm to 250- ... tkm), then the friction clutch starts to "brake" with a glue layer, and the ingress of this glue into the "vessels" of the hydraulic brains leads to a "stroke" and problems with switching ... If you notice this in time, then you can still repair the valve body, but if you ride for a month or two, then abrasive dust sticks on this glue coating, which eats the body of the spools to the point of a comma: "You cannot repair , change". 3. When the adhesive layer has worn off and the piston brakes with metal against metal, then, in addition to increasing fuel consumption and decreasing the power of the transmitted moment to the wheels, increased oil heating begins. And then wear occurs to such vibrations that a condition arises: "change - cannot be repaired". And in this case, instead of the usual 7 tr for the repair of a donut, the costs immediately increase significantly. In addition, in a "donut", the surfaces of the turbines and the hull eventually lose their smoothness due to plaque, as the bottom of the ship is overgrown with shells ( on right). The quality of the internal surfaces of the gas turbine engine directly affects: Dynamic characteristics of acceleration and power loss ( imagine how the speed of a schooner with an unclean bottom drops) To heat the oil, ( poorer fluid dynamics of parts overheats the oil faster) Imbalance of turbines and the appearance of vibrations that kill the bushings and oil seals of the neighboring unit - the oil pump. (how the balancing of a wheel changes, on the rim of which ice has formed overnight) Contamination of the oil due to the above reasons, On excessive consumption of fuel, and therefore, now the repair of a torque converter with a cut in the body is considered a routine operation like changing the engine oil, which must be done in order to replace a half-worn clutch and restore all joints. It is a vain hope to clean this carbon deposit with fluids without disassembling. Flushing the torque converter without opening it is a hobby to keep a hectic mind busy. Flushing with solvents can lead to permanent imbalance of the wheels and finish off linings and oil seals.

Torque converters of the 21st century, weak points.

Friction linings / GTE clutches New torque converters of 6+ speed autos have two modes of operation: 1. Calm... When the gas pedal accelerates the car in about the first third of its travel. Then, mostly the good old pair of turbines is loaded, using a vortex of oil, and the clutches of the gas turbine engine are connected at the moment of equalizing the speeds (about 60 km / h) of rotation of both shafts with a quick clutch. 2. Aggressive / Athletic mode. When the gas pedal is pressed in the last third - at the floor. Then the friction clutches for blocking the gas turbine engine are connected, pushing the hydraulic turbines aside and sliding, transfer the torque of the roaring engine to the wheels. Imagine the area of \u200b\u200bthese "slipping" clutches of the gas turbine engine and the thrust force of the engine! The materials for this innovative graphite (or Kevlar) clutch have been modified many times (sparing oil and valve body) and now there are many types: HTE, HTS, HTL, XTL ... ( see table on the left) for different torque, different computer settings and for a different driver ... The lock-up clutch is usually the first to eat out in most types of torque converters.

What is wearing out in torque converters? (Torque converter clutch lock-up clutch)

The problems of gas turbine engines can be represented as a pyramid:

The most common reason for the need to repair torque converters (bottom of the pyramid) is wear of the friction lining of the blocking piston of the gas turbine engine - brakes . (on right)

When repairing, remove the old lining, clean the installation site from glue residues and stick a new clutch friction lining. This is an analogue of replacing a clutch in a car with manual transmission.

Without this lining or working with the "eaten" clutch, the torque converter may well perform the basic functions of acceleration, and few people notice the difference in blocking delay, or abnormal clutch operation or oil overheating, and even more so - oil contamination. And many people are ready to endure an increase in fuel consumption for months just not to give the automatic transmission to doctors - what if they "heal"?

But if the pad is not replaced in time, then:

1. Worn out and peeled residues of the friction clutch and adhesive composition fall into the line and clog channels("brains"), leading to a chain reaction of oil starvation - heating - wear - combustion of couplings, hubs and bushings.

2. Slipping "bald" locking clutch overheats body and oil, which leads to numerous problems for both the electrical (sensors and) and the clutches.

3. The bald clutch, sliding by the non-uniformly eaten friction clutch, begins to vibrate when blocked and these vibrations break the adjacent oil seal assemblies and pump bushings. And these vibrations already lead to accelerated aging iron".

4. Dirt and uneven wear cause damage to the turbines, and when a piece of metal comes off, the blades of all 3 wheels begin to avalanche-like destruction in this grinder. This is usually accompanied by grinding, rattling, and other unpleasant sounds.

If you start repairs on time, you can save your own gas turbine engine quite cheaply. But more often you have to look for an expensive replacement.

Oil seals and gaskets

The next after the clutches in this pyramid of wear of the gas turbine engine are: - Oil seals (impeller, ...) due to wear and material aging (left), and Seals.

How much does a mid-life torque converter repair cost?

The minimum amount of work with the revision and replacement of necessarily replaceable consumables on average it costs ... "" .

During the troubleshooting process, the foremen can determine additional work that needs to be done. What happens infrequently, if the gas turbine engine has not turned into a "rattle". Here: - .

More rare torque converter problems:

• breakage of wheel blades . (does not happen so often, but leads to breakdown of the gas turbine). Determined only at autopsy.
• overheating and destruction of the hub .
• overrunning clutch release ,
• complete jamming overrunning clutch; (does not happen often, check)
• Replacement of worn out needle bearings. (it does not happen often, but if they break, the gas turbine itself is destroyed, check)
• replacement of the burnt out hub transmitting the rotation of the transmission. ( above)

Conventional factory turning or welding equipment is not enough to repair torque converters. The service life of this complex AT unit depends on the quality and accuracy of processing, and all this requires the organization of a specialized workshop, the supply of spare parts and consumables, a large experience of specialists - a system of a separate business.

Repaired gas turbine engines have the lowest possible percentage of defects and, as a rule, run up to 70-80% of their original resource. ANDis always repair is cheaper than replacement of gas turbine engine. Although in one case fromhundred thousands, it turns out that the killed gas turbine engine is cheaper to replace with a control unit than to repair it.

You should not convince someone who has already "got" to overhaul an automatic machine about the need for timely repair of gas turbine engines.

Typical list of works5NR19 gas turbine engine, which is popular in repair, costs 7-8 thousand rubles. and looks something like this:

In rare cases, after opening the gas turbine engine, it becomes clear that it is necessary to replace not consumables, but units, in this case the manager calls and agrees on the work and the cost of repairs.

ATPShop after acceptance,

Troubleshooting / repair contacts the client, reports on defects and replaced consumables,

Issues an invoice for payment, and after receiving payment, sends it back by the Transport Company.

(In most cases, repairs are standard, as described above)

.

Signs of failure of the gas turbine engine can be found -.

A formal sign of wear of the friction clutch of the gas turbine engine or overheating of the hub, and with it the pump itself, is oil leakage through the pump oil seal.

At the later and more serious stages of the HDT disease, the following symptoms occur:

Extraneous vibrations and sounds

Jerks when changing gears, especially in the area of \u200b\u200b60-70 km / h - either stops pulling after accelerating or pulls for an unusually long time before that, etc.

Increased fuel consumption, oil overheating (indirect signs)

It is almost impossible without special equipment to accurately diagnose the wear of the clutch of the gas turbine engine, which is most often the reason for the failure of the automatic transmission valve body and, as a result, of the transmission itself.

Than more powerful car, the shorter is the average service life of the gas turbine engine before overhaul. And if after 150 tkm (and for non-killed 4 mortars - after 250 tkm) the pump oil seal starts to leak, then it's time to repay the debt to your horse, do a major overhaul.

Can the torque converter be rebuilt, cleaned or flushed by myself?

The answer will be possibly unpleasant, but the only one is NO, no one has yet been able to restore the torque converter without opening it. Rinse - it was possible, but this method of repair is similar to fighting the smell in the car by installing a freshener, instead of cleaning and rinsing the ashtray.

What not to do with "self-medication":

It is definitely not recommended to fill the torque converter with different solvents. Solvents, in addition to oil and carbon deposits, also dissolve rubber seals, which leads to accelerated death of units and the end of the life of the gas turbine engine. And they do not dissolve the adhesive composition of the friction clutch, which is evenly distributed from the piston over all rotating parts. Self-medication is a hobby that will pay more than a full-time overhaul from someone who does the job every day.

Below are the comparative statistics (for 2012) on the popularity of Torque converters under repair:

The principle of operation of automatic transmission The classic "automatic" includes several units, the main of which are a torque converter and a mechanical planetary gearbox.
The torque converter not only functions as a clutch, but also automatically changes the torque depending on the load and the speed of the vehicle's wheels. The torque converter consists of two vane machines - a centrifugal pump, a centripetal turbine and a directing reactor-reactor located between them. The pump and turbine are extremely close together, and their wheels are shaped to ensure a continuous circle of circulation of the working fluid. As a result, the torque converter received minimum dimensions and at the same time, energy losses for fluid flow from the pump to the turbine are reduced.

The pump wheel is connected to crankshaft engine, and the turbine - with the gearbox shaft. Thus, in the torque converter there is no rigid connection between the driving and driven elements, and the transfer of energy from the engine to the transmission is carried out by flows of working fluid, which the blast is thrown from the pump blades onto the turbine blades.

Actually, a fluid coupling works according to this scheme, which simply transmits torque without transforming its value. To change the moment, a reactor was introduced into the design of the torque converter. It is also a wheel with blades, but it is rigidly attached to the body and does not rotate (note: until a certain time). The reactor is located on the path that returns the oil from the turbine to the pump. The reactor blades have a special profile, and the interscapular channels are gradually narrowed. For this reason, the speed with which the working fluid flows through the channels of the guide vane gradually increases, and the fluid itself is ejected from the reactor towards the rotation of the impeller, as if pushing and urging it. This has two consequences at once. First, due to an increase in the speed of oil circulation inside the torque converter with a constant pump operating mode (read: engine, since the impeller, as mentioned above, is rigidly connected to the crankshaft), the torque on the output shaft of the torque converter increases. Second, with a constant pump operating mode, the turbine operating mode changes automatically and steplessly depending on from the resistance applied to the turbine shaft (read: car wheels).

Let us explain these axioms with specific examples. Let's say a car that was driving on a flat section of the road is going uphill. Let's forget for a while about the accelerator pedal and see how the torque converter reacts to changing driving conditions. The load on the drive wheels increases and the vehicle starts to lose speed. This leads to a decrease in the speed of the turbine. In turn, the opposition to the movement of the working fluid along the circulation circle inside the torque converter decreases. As a result, the speed of circulation increases, which automatically leads to an increase in torque on the shaft of the turbine wheel (similar to the transition to a lower gear in manual transmissions) until there is an equilibrium between it and the moment of resistance to motion.

The automatic transmission works in a similar way when starting from a standstill. Only now is the time to remember about the gas pedal, pressing which increases the speed crankshaft, and hence the pump wheel, and about the fact that at first the car, and therefore the turbine, were stationary, but internal slippage in the torque converter did not prevent the engine from idling (the effect of a depressed clutch pedal). In this case, the torque is transformed as many times as possible. But when the required speed is reached, there is no need to convert the torque. The torque converter, by means of an automatically acting blocking, turns into a link that rigidly connects its drive and driven shafts. This blocking eliminates internal losses, increases the value of the transmission efficiency, reduces fuel consumption in a steady state of motion, and during deceleration increases the efficiency of engine braking. By the way, simultaneously with the aim of reducing all the same losses, the reactor is released and begins to rotate together with the pump and turbine wheel.

Why is a gearbox connected to the torque converter, if it itself is capable of changing the amount of torque depending on the load on the driving wheels? Alas, the torque converter can change the torque with a coefficient not exceeding 2-3.5. Whatever one may say, but this range of change of the gear ratio is not enough for the efficient operation of the transmission. In addition, no, no, yes, and there is a need to turn on the back
stroke or complete separation of the engine from the drive wheels.

Automatic transmissions have gearing, but differ significantly from conventional manual transmissions, if only because the gears in them are switched without interrupting the power flow using hydraulically driven multi-disc clutches or band brakes. The required gear is selected automatically taking into account the vehicle speed and the degree of pressing the gas pedal, which determines the desired acceleration intensity. The hydraulic and the electronic unitand automatic transmission control. The driver, in addition to pressing the accelerator, can influence the process of changing gears by choosing a winter or sports shift algorithm or setting, for example, when driving in difficult conditions the gearbox selector to a special position that prevents the automatic from shifting above a certain acceleration gear.

In addition to the torque converter and the planetary gear, the automatic gearboxes include an oil pump that supplies the torque converter and hydraulic fluid control unit and lubricates the gearbox, as well as a radiator for cooling the working fluid, which tends to get very hot due to intense shoveling.

Torque converter. General device and principle of operation

The torque converter (GT) (torque converter) serves to transfer torque directly from the engine to the elements of the automatic transmission (AKP) and consists of the following main parts:

Pump wheel or pump;
- GT blocking plate (lock - up piston);
- turbine wheel or turbine;
- reactor;
- overrunning clutch (one-way clutch).

To illustrate the principle of operation of a GT as a torque transmitting element, let us use an example with two fans. One fan (pump) is connected to the network and creates an air flow. The second fan (turbine) is turned off, however, its blades, perceiving the air flow generated by the pump, rotate. The speed of rotation of the turbine is less than that of the pump; it seems to slip in relation to the pump. If we apply this example in relation to a GT, then the impeller of the impeller acts as a fan connected to the network (pump).

The impeller is mechanically connected to the motor. The turned off fan (turbine) is a turbine wheel connected through splines to the automatic gearbox shaft. Like a fan - a pump, the impeller of the GT impeller, rotating, creates a flow, only not of air, but of a liquid (oil). The oil flow, as in the case of the fan - turbine, makes the turbine wheel of the GT rotate. In this case, the GT works like an ordinary fluid coupling, only transferring torque from the engine to the automatic gearbox shaft by means of a liquid, without increasing it. Increasing the engine speed does not lead to any significant increase in the transmitted torque.

Let's go back to the fan illustration. The air flow that rotates the blades of the fan - turbine is wasted in space. If this flow, which retains a significant residual energy, is directed again to the fan - pump, it will begin to rotate faster, creating a more powerful air flow directed to the fan - turbine. That, accordingly, will also begin to rotate faster. This phenomenon is known as torque conversion (increase).

In the GT, in addition to the pump and turbine wheels, a reactor is included in the torque conversion process, which changes the direction of the fluid flow. Like the air that rotated the fan blades of the turbine, the fluid (oil) flow that rotated the turbine wheel of the GT still has significant residual energy. The stator directs this flow back to the impeller impeller, causing it to rotate faster, thereby increasing torque. The lower the rotation speed of the turbine wheel of the GT in relation to the rotation speed of the impeller, the greater the residual energy of the oil returned by the stator to the pump, and the greater the moment created in the GT.

An automatic transmission works in a similar way when starting from a standstill. Only now is the time to remember about the gas pedal, pressing on which increases the speed of the crankshaft, and hence the pump wheel, and about the fact that at first the car, and therefore the turbine, were stationary, but internal slip in the torque converter
did not prevent the engine from idling (effect of depressed clutch pedal). In this case, the torque is transformed as many times as possible. But when the required speed is reached, there is no need to convert the torque. The torque converter, by means of an automatically acting lock, turns into a link, rigidly connecting its drive and driven shafts. Such blocking eliminates internal losses, increases the value of the transmission efficiency, reduces fuel consumption in a steady state of motion, and during deceleration increases the efficiency of engine braking. By the way, simultaneously with the aim of reducing all the same losses, the reactor is released and begins to rotate together with the pump and turbine wheel.

Left picture - Reactor GT is held by a freewheel; Right picture - GT stator rotates freely.

The turbine always rotates at a lower speed than the pump. This ratio of the speeds of rotation of the turbine and the pump is maximum when the vehicle is stationary and decreases with increasing speed. Since the reactor is connected to the GT through a freewheel that can rotate in only one direction, due to the special shape of the blades of the reactor and turbine, the oil flow is directed to the opposite side of the blades of the reactor (Fig. 4), due to which the reactor is wedged and remains stationary, transferring to pump inlet the maximum amount of residual oil energy retained after the turbine rotates. This mode of operation of the GT ensures maximum transmission of torque. For example, when starting off, the GT increases the torque almost threefold.

As the car accelerates, the slip of the turbine relative to the pump decreases and there comes a moment when the oil flow picks up the reactor wheel and begins to rotate it towards the freewheel overrunning clutch (see Fig. 5). The GT ceases to increase the torque and goes into the conventional fluid coupling mode. In this mode, the GT has an efficiency not exceeding 85%, which leads to the release of excessive heat in it and, ultimately, an increase in fuel consumption by the engine
car.

To eliminate this drawback, a blocking plate is used (Fig. A). It is mechanically connected to the turbine, however, it can move left and right. To shift it to the left, the oil flow feeding the GT is fed into the space between the plate and the GT housing, providing their mechanical decoupling, that is, the plate in this position does not in any way affect the operation of the GT.

When the car reaches a high speed on a special command from the automatic gearbox control device, the oil flow changes so that it presses the blocking plate to the right against the GT body (Fig. B). To increase the traction force, a friction layer is applied to the inside of the housing. There is a mechanical blocking of the pump and turbine by means of a plate. GT ceases to perform its functions. The engine is rigidly connected to the input shaft of the automatic transmission. Naturally, at the slightest braking of the car, the lock is immediately turned off.

An article on how to use the automatic transmission correctly - symbols on the automatic transmission panel, starting the engine, moving and stopping, possible errors. At the end of the article - a video about using an automatic box.

At the moment, there are three types of automatic transmissions: "classic", with "stepless variator", with "robotic mechanics". Depending on the modification and manufacturer, the indicated types of transmissions may slightly differ ( different number gears, a slightly different lever stroke - straight or zigzag, designations, etc.), but the basic functions will be the same for everyone.

The growing popularity of automatic transmission is understandable - it is more convenient to operate (than "mechanics" - manual transmission), especially for beginners, reliable and protects the engine from overloads. Everything seems to be simple! However, drivers still make mistakes, and even the most reliable mechanism can fail if it is misused. Next, we will look at how to use the automatic transmission correctly and how to operate it correctly.

To learn how to use the "automatic" correctly, you first need to figure out what the alphabetic symbols (English letters) and numbers on the automatic transmission panel with the gear knob mean. Immediately, we note that depending on the make of the car, the numbers and letters may differ.

• "P" - "parking". It turns on when the car is parked in the parking lot. A kind of analogue of the parking brake, only with blocking the shaft, and not with pressing the brake pads.
• "R" - "reverse". Turns on for backward movement. It is usually called "reverse speed".
• "N" - "neutral". Neutral transmission. It is often called "neutral". Unlike parking mode "P", in neutral mode "N" the wheels are unlocked, so the car can coast. Accordingly, the car can also spontaneously roll downhill in the parking lot if the wheels are not locked with the hand brake.
• "D" - "drive". Forward driving mode.
• "A" - "machine". Automatic mode (practically the same as "D" mode).
• "L" - "low" (low). Low gear mode.
• "B" - Same mode as “L”.
• "2" - the driving mode is not higher than the second gear.
• "3" - the driving mode is not higher than the third gear.
• "M" - "manual". Manual control mode with up / down transmission through the signs "+" and "-". This mode imitates the mechanical shift mode with manual transmission, only in a simpler version.
• "S" - "sport". Sport driving mode.
• "OD" - "overdrive". Upscale (fast mode).
• "W" - "winter". Driving mode for the winter period, in which starting off starts from second gear.
• "E" - "economics". Driving in economy mode.
• "HOLD" - "retention". Used together with "D", "L", "S", as a rule, on Mazda cars. (Read the manual).

When operating an automatic transmission, special attention should be paid to studying the operating manual of a particular car, since some designations may functionally differ.

For example, in some vehicle manuals, the letter “B” stands for “Block” - a differential lock mode that cannot be engaged while driving.

And if the four-wheel drive car has the designations "1" and "L", then the letter "L" may not mean "Low", but "Lock" (lock) - which also stands for differential lock.

Starting the engine with an automatic transmission has the following features:

1. In a car with automatic transmission, there are only two pedals: "brake" and "gas"... Therefore, the driver's left leg is practically not used. When starting the engine, the gas pedal is not pressed, but the brake pedal in some car brands must be pressed, otherwise the engine will not start (read the operating manual).

   However, driving instructors advise to take it as a rule - always press the brake pedal before starting the engine with automatic transmission. This will prevent spontaneous movement of the machine in neutral "N" mode, and will also allow you to quickly switch to drive modes "D" or "R". (Without pressing the brake pedal, you will not be able to switch to the indicated modes and get under way).

2. In cars with automatic transmission, protection is provided - automatic blocking of engine start when the gear lever is in the wrong position... This means that the engine with automatic transmission can be started only if the gear lever is in one of two positions: either "P" (parking), or "N" (neutral). If the PP lever is in any other position intended for movement, the interlocking protection against incorrect starting will be activated.

   This protective function is very useful, especially for beginners, and especially in cities with a high "car density", where cars are close to each other in parking lots and in traffic. After all, even experienced drivers sometimes forget to “remove the car from speed” before starting the engine, as a result of which, when starting, the car immediately starts driving and crashes into the nearest car or obstacle.

   It is possible to start the engine with automatic transmission in both P (parking) and N (neutral) modes, but manufacturers recommend using only P mode. Therefore, it is better to set one more rule for yourself - to park and start the engine only in the “parking” mode.

3. After turning the key in the ignition it is recommended to wait a few seconds before starting the starterto give time to turn on the gas pump and pump up the compression.

It should be remembered that on some brands of cars with automatic transmission, gear shifting is impossible without inserting and turning the key in the ignition lock (unlocking the gearbox). Also, on some brands it is impossible to remove the key from the ignition lock if the PP lever is in the “D” position. (Read the instruction manual).

Most of the drivers who change from "mechanics" to "automatic", at first mechanically perform actions that they are accustomed to doing repeatedly when driving a car with a manual transmission. Therefore, such drivers, before starting to drive with automatic transmission on the road in the general traffic, are advised to pre-train alone.

So, the standard procedure for starting off in a car with automatic transmission is as follows:

• Insert the key into the ignition switch.
• Depress the brake pedal with your right foot (your left foot is not used when driving with automatic transmission).
• Check the position of the gear shift lever - it should be in the "P" - "parking" position.
• Start the engine (with the brake pedal depressed).
• Also, with the brake pedal depressed, switch the PP lever to the “D” position - “drive” (forward movement).
• Release the brake pedal completely, after which the car will start moving and start moving forward at a low speed - about 5 km / h.
• To increase the driving speed, press the accelerator pedal. The harder you press on the gas pedal, the higher the gears and speeds.
• To stop the car, you need to remove the right foot from the gas pedal and depress the brake pedal. The car will stop.
• If you plan to leave the car after stopping, then with the brake pedal depressed, move the gear lever to the "P" - "parking" mode. If the stop was required in a traffic jam, at a traffic light or a pedestrian crossing, then, of course, there is no need to switch the PP lever to the “parking”. After you decide to continue driving again, release the brake pedal and press the accelerator pedal to increase speed.

Many modern automatic transmissions have an imitation of the mechanical mode of gear shifting "M" (as in the manual transmission) for increasing / decreasing gears using the "+" and "-" buttons on the PP lever. That is, the driver is given the opportunity to manually increase or decrease the gears, taking this function away from the "machine". In this case, the transition to the mechanical mode of gear shifting can be carried out in motion when the car is already driving in the "D" mode.

To prevent damage to the engine when switching to manual mode "M" on the move, all automatic transmissions have special protection. The transition to manual control "M" is relevant in the following situations:

• When driving off-road in a low gear to avoid slipping.
• When coasting down a hill, with engine braking. It is not recommended to use the neutral mode "N" for coasting, as it is harmful to the automatic transmission. And coasting in the "D" mode is not very convenient, as there is a gradual decrease in speed.
• For easy cornering and other maneuvers, including hard acceleration when overtaking.

1. The most common mistake leading to automatic transmission breakdown is inclusion of the "D" mode - "drive" (forward movement) without a full stop when reversing... And, the same, only the other way around - turning on the "R" (reverse) mode without a complete stop when moving forward.
2. The second common mistake (rather, delusion) is associated with the "N" (neutral) mode. The fact is that this mode is emergency to unlock the wheels for short-term towing or rearrangement of the car in case of any malfunction. And only for this!

   But many inexperienced drivers use neutral mode "N" in traffic jams at short-term stops, which leads to water hammer and premature wear of the automatic transmission. In traffic jams with frequent stops, use the "D" mode in conjunction with the brake pedal. If you need to stop, the brake pedal is pressed; if you need to move forward slowly, the brake pedal is simply released and the car slowly rolls forward. And so you can drive all day.

3. The third mistake is transition to neutral mode "N" from mode "D" on the move, while driving on the highway... This is dangerous (especially at high speed), as the engine can stall, as a result of which the power steering and brakes are turned off, and the car will become almost uncontrollable.
4. Another mistake - towing a car with automatic transmission at a distance of more than 40 km and at a speed of more than 50 km / h... In the automatic transmission, in contrast to the manual transmission, the oil supply system works under pressure, but when towing it does not work. Accordingly, the parts of the "machine" rotate "dry", without lubrication, as a result of which they wear out very quickly.
5. A common mistake is an attempt to start the car with automatic transmission "from the pusher"... And although such attempts often lead to the desired result (the engine starts up), it still has a destructive effect on the automatic transmission mechanism, and with such frequent use, the “automatic” may not work out even half of the inherent resource.

Conclusion

It is possible that for some people the automatic transmission will seem a complex and finicky mechanism, despite its simplicity and ease of use. But this is only at first glance. In fact, "automatic machines" have established themselves as quite reliable units, but, of course, provided they are used correctly and competently. It is especially convenient to use automatic transmissions in big cities, where you often have to get stuck in traffic jams.

Video on how to use the "machine":

Lately more and more vehicles equipped with an automatic transmission. It is lighter and easier to use and is ideal for beginners and city traffic with regular stops.

What is automatic transmission and its types

An automatic gearbox is one of the types of transmission, in which, without the intervention of the driver, the required gear ratio is set, matched to the driving mode and other factors.

From a technical point of view automatic transmission only the planetary part of the unit is considered, which is directly connected with the gear change, and together with the hydraulic transformer forms a single automatic unit.

It is customary to refer to automatic transmissions as a classic with a torque converter, a robotic gearbox and a variator.

Classic automatic transmission

The torque converter transmission is a popular and classic transmission model found on most vehicles currently off the line.

The automatic transmission consists of a planetary gear reducer, a control system and a hydraulic transformer, which gave it its name - a torque converter gearbox. Installed as on passenger carsand on freight vehicles.

Robotic checkpoint

The robot box is a kind of alternative to a manual gearbox, only the gearshift is automated by means of electrical mechanisms driven by an electronic unit.

The only similarity between a robotic gearbox and a classic automatic gearbox is the presence of a clutch in the case itself.

Variable speed drive

CVT is a device for smooth, stepless transmission of torque to the wheels.

Provides a reduction in fuel consumption and improves dynamic performance, sparing the state of the vehicle engine compared to an automatic transmission or manual transmission.

Variators are belt, chain and toroidal. Of the variators, the most common with a V-belt.

The principle of automatic transmission

Several types of automatic gearboxes with their own characteristic features are installed on vehicles.

Simplified, the mechanism of operation of a classic automatic transmission consists in transmitting torque from the engine crankshaft to the transmission devices, while the gear ratio varies in accordance with the position of the selector lever and the conditions of movement of vehicles.

When the engine is started, working fluid enters the hydraulic transformer, the pressure increases. The blades of the centrifugal pump begin to move, the reactor wheel and the main turbine are stationary in this mode.

When you switch the selector lever and supply fuel using the accelerator pedal, the pump blades increase the speed. The increasing speed of the vortex flows begins to rotate the turbine blades. The vortices of oil are thrown to the stationary reactor, then they return back to the turbine, increasing its efficiency. The torque is transferred to the wheels and the car starts moving.

Upon reaching the required speed, the impeller and the vane central turbine move at the same speed, while the vortices of the transmission fluid hit the reactor wheel from the opposite side (movement is possible only in one direction) and it begins to rotate. The unit changes to a hydraulic clutch.

If the reaction on the wheels increases (upward motion), the reactor wheel stops rotation and adds torque to the centrifugal pump. When the required speed and torque is reached, the gear changes in the planetary unit.

The electronic control unit transmits the command, as a result of which the brake band and friction discs slow down the downshift, and the increased movement of fluid flows through the valve accelerates the overdrive and gear changes are provided without reducing power.

When the machine comes to a complete stop or the speed decreases, the pressure of the working fluid decreases and a downshift occurs.

When the engine is turned off, there is no pressure in the torque converter, therefore it is not possible to start the car with a push.

Automatic box device

A classic automaton consists of four main components:

• Hydraulic transformer - replaces the clutch, converts and transmits torque to the wheels. Consists of a centrifugal pump, a vane turbine and a reactor, providing smooth and precise torque changes. The pump is connected to the crankshaft, and the turbine is connected to the gearbox shaft. The transformation of energy is carried out due to fluid flows and the pressure generated by them. The torque converter changes the rotation speed and torque in a small interval, so a planetary unit (box) is added to it.
• Planetary reductor consists of a central gear (sun), satellites, a ring gear and a planetary carrier. It makes gear shifting by blocking some gears and unblocking others.
• The brake band, rear and front friction discs provide direct gear shifting.
• Control system consists of a gear pump, oil sump, hydraulic unit and electronic control unit (ECU). The hydraulic block consists of channels with solenoids (valves) and plungers that carry out control and management functions. The ECU carries out control through information from sensors that collect various indicators.

Robotic checkpoint is a more advanced version of the manual transmission with highly efficient control systems.

AT variator the transformation of the gear ratio is performed by a mechanism that includes a driving and driven pulleys through which the V-belt passes.

How to use an automatic transmission

According to car mechanics in the service station, the main malfunctions of automatic transmissions appear due to violation of the rules of operation and untimely maintenance of the box.

Operating modes

There are different automatic transmission modes depending on the type of automatic transmissions. Each position of the selector lever or buttons on it are designed for different driving conditions with their own characteristics.

The main types of automatic transmission modes and their effect on the operation of the car:

• R (parking) - blocking of driving wheels, box shaft, used only when in the parking lot and warming up;
• N (neutral) - the shaft is not blocked, the car can be towed, it is equivalent to neutral gear at the manual transmission;
• D (drive) - movement under normal conditions with automatic gear selection;
• L (D2) - low gear for driving in difficult conditions - off-road, steep descents and ascents, speed less than 40 km / h;
• D3 - downshift at small descents and ascents;
• R(reverse) - movement in reverse, it is switched on at full stop and the brake pedal is pressed;
• O / D - inclusion of the fourth gear when driving at high speed;
• PWR - sport mode, to improve dynamic qualities, the gear is increased by more high revs engine;
• Normal - for a smooth and economical movement;
• Manu - manual transmission mode, recommended for use in winter.

How to start a car automatically

Features require a competent launch. Degrees of protection have been developed to protect the box from mishandling and subsequent damage.

At the time of starting the car, the selector must be in the "P" (parking) or "N" - neutral position. Only in such positions will the protection system give a signal to start the engine. In other positions of the lever, turning the key will not work or there will be no changes after turning the key.

For the start, it is better to use the parking mode, since the driving wheels of the vehicle will be blocked and this will not allow it to roll. Neutral mode should only be used for emergency towing.

In addition to choosing the correct mode, to start the engine in most cars with automatic transmission, it is necessary to depress the brake pedal, which is also a protection and saves from accidental rollback of the car when the selector is in “neutral” mode.

Most modern cars equipped with a steering wheel lock and an anti-theft lock. If, when all the previous actions are performed correctly, the steering wheel does not turn and the key does not turn, the protection is activated. To unlock, you need to insert the key into the ignition and try to turn it gently, while turning the steering wheel in different directions. If these actions are synchronized, the lock will be released.

How to drive an automatic transmission and what not to do

Competent driving in a car with automatic transmission will increase the operational resource of the box and save a lot of money and nerves.

To ensure the long-term operation of the automatic transmission, it is necessary to correctly select the modes depending on the operating conditions.

For correct driving with automatic transmission, you should:

• get under way after a jolt showing full engagement of the gear;
• in conditions of slipping, turn on a lower gear and, working with the brake pedal, control the slow rotation of the wheels;
• using different modes, you can apply engine braking or limit acceleration;
• it is possible to tow vehicles with the engine running at a speed of no more than 50 km / h in the "neutral" selector position and at a distance of no more than 50 km;
• it is not recommended to tow another vehicle, if necessary - the towed vehicle should not be heavier than the towing vehicle, the mode must be D2 or L and the speed is up to 40 km / h with smooth movement.

What not to do when driving with automatic transmission:

• it is forbidden to turn on the "P" mode - parking while the car is moving;
• movement in neutral downhill;
• push start;
• when stopping for a short time (at a traffic light, in a traffic jam), choose parking mode or neutral, this reduces the resource of the automatic transmission;
• for a long stop in city mode, the selector must be put in the "parking" position;
• it is prohibited to engage reverse gear from “drive” mode or to a complete stop;
• it is impossible to put the parking mode on the slope first, when parking the car on a slope, first put on the hand brake, and then in the “parking” selector position, to start moving off an incline, first the brake pedal, then removing the car from the parking brake, and only then select movement.

How to operate automatic transmission in winter

Severe weather conditions in winter bring a lot of worries and problems to owners of cars with automatic transmission.

• correct warming up of the box - a few minutes after starting the vehicle should warm up, before starting to move, it is recommended to turn on all modes one by one with the brake pedal depressed to accelerate the heating of the transmission oil;
• the first 5-10 km after the start of the movement, sharp acceleration and wheel slip should be avoided;
• to get out of the snow or ice, you must turn on a lower gear and, using alternate work with the brake and gas pedal, carefully drive out;
• swinging is not recommended, as this method will have a detrimental effect on the torque converter;
• use of low gears or semi-automatic mode for engine braking on a more or less dry road surface, and on slippery slopes, use the brake pedal;
• on icy slopes, avoid wheel slip and hard clicks on the accelerator pedal;
• short-term, but clear and accurate, the transition to the "neutral" mode helps to stabilize the machine by aligning the wheel rotation and getting out of the skid.

Pros and cons of an automatic transmission

There is a fan for every type of transmission. In connection with the increasing distribution of automatic transmissions, it is necessary to outline their pros and cons for competent selection for the needs of the car owner.

The advantages are:

• automatic gear shifting, in which you do not need to be distracted, which is especially important for novice drivers;
• facilitated starting off process;
• more gentle operation of the chassis and engine thanks to the operation of the torque converter;
• improved flotation in most conditions.

The disadvantages include:

• not suitable for fans of fast acceleration;
• lower throttle response compared to a similar vehicle with manual transmission;
• impossible to start with a push;
• towing is undesirable and is possible only if certain conditions are met;
• improper operation leads to breakdowns;
• expensive repair and maintenance.

With the correct operation of a car with automatic transmission, the resource of the box is quite high and is practically not inferior to the manual transmission. Driving comfort, especially in urban conditions, will bring you many pleasant minutes.

Nowadays, a large number of motorists use automatic (automatic transmission) and every year there are more and more of them. The automatic transmission not only reduces the burden on the driver when driving compared to a manual gearbox () during a trip, but also helps the driver reduce fuel consumption by changing gears at optimal engine speeds depending on the selected driving mode.

Automatic transmission was invented in America, from where it became widespread. Currently, in the United States, and many European countries, the popularity of manual transmissions is not very high, they are used by about 5% of drivers. However, the demand for cars with automatic transmissions in Russia is constantly growing and today they are equipped with automatic transmissions.

All automatic transmissions can be divided into several basic types:

1. Variators;
2. Hydraulic automatic transmission;

Hydraulic automatic transmission

The automatic transmission, based on the operation of the torque converter, has been seriously modified at the request of the Europeans and at the moment has received several operating modes (winter, sports, economical), corresponding to each.

also in classic machines the number of gears also increases. In the 90s there were only 4-speed automatic machines, but now they can be 8.

Components of the automatic box:

• torque converter;
• manual Transmission;
• working fluid pump;
• cooling and control system;
• brake band;
• planetary gear set (planetary gearbox)

The main units of the automatic transmission are: a torque converter and a mechanical planetary gearbox.

The torque converter changes and transfers torque from the engine to the manual transmission. Located between engine and gearbox. The torque converter contains two vane machines: a centripetal turbine, a centrifugal pump. Among other things, the torque converter contains a reactor wheel, a freewheeling clutch (freewheel clutch), and a lock-up clutch. The impeller is connected to the engine crankshaft, and the turbine is connected to the manual transmission. A stationary reactor wheel is fixed between these two wheels. All the wheels of the torque converter have blades of a certain shape with channels that ensure the passage of the working fluid, because the operation of the torque converter is based on the continuous circulation of the working fluid, which transfers energy from the engine to the transmission. The fluid flow from the impeller is transferred to the turbine wheel, then to the reactor wheel. Due to the fact that the blades of the reactor have a peculiar structure, the fluid flow increases, increasing the speed of the impeller. The fluid flow changes its direction after equalizing the angular velocities of the pump and turbine wheels. The freewheel is activated and the reactor wheel starts to rotate. The torque converter starts transmitting only torque.

The lock-up clutch is designed to lock the torque converter, and the overrunning clutch (freewheel) provides the reverse rotation of the reactor wheel.

The design of the manual transmission is much simpler, it allows you to stepwise change the torque and move in reverse. Often it consists of two planetary gearboxes connected in series, modern automatic gearboxes can be performed as six-speed or eight-speed. The advantage of the automatic gearbox is that the planetary gearboxes used in them are more compact and have coaxial operation.

Electronic control system

The electronic control system processes signals from various sensors and, having processed them, sends control signals to the distribution module.

Planetary row

The main advantage of the planetary gear is its compactness, the use of one central shaft. The planetary gear allows you to change gears without jerks, jerks and loss of power. The transmission automatically changes gears, for this the driver only needs to manipulate the gas pedal by pressing or releasing it.

Components of the planetary gear set:

• sun gear;
• satellite;
• ring gear;
• drove

Rotation is transmitted provided that one or two elements of the planetary gearbox are blocked. Friction clutches and brakes lock these elements. To hold some specific elements, a brake is used, and to lock the elements together, a clutch is activated, providing torque transmission. The hydraulic cylinders, controlled by the control module, operate the brakes and clutches.

CVT automatic transmission

The CVT is a continuously variable automatic transmission in which the gears do not have a fixed gear ratio.

If we compare the variator with other automatic transmissions, then its advantage lies in the efficient use of engine power, because the crankshaft speed is optimally matched to the load on your car, thanks to this, a fairly high fuel economy is provided. Also, when driving a car with a CVT automatic transmission, a high level of comfort is achieved, due to the continuous change in torque, as well as due to the absence of jerks.

CVT automatic transmission device

General device of a CVT automatic transmission:

• sliding pulleys;
• differential;
• v-belt;
• torque converter;
• reverse gear planetary gear;
• hydraulic pump;
• electrical control box

Sliding pulleys look like two wedge-shaped "cheeks" located on the same shaft. The hydraulic cylinder, which compresses the discs depending on the speed, drives them.

The torque converter has the same functions as in the classic automatic transmission, i.e. transmits and changes torque.

The device that distributes torque to the drive wheels is called a differential.

The planetary reverse gear mechanism causes the output shaft to rotate in the opposite direction.

In order to build up the pressure of the working fluid, the torque converter starts the operation of the hydraulic pump.

The control unit is used to control the actuators of the variator, it depends on the signals supplied from the sensors (crankshaft position, fuel consumption monitoring, ABS, ESP, etc.).

At the moment, the CVT cannot be combined with powerful engines, and therefore the CVT cannot compete with the classic automatic machine.

Robotic mechanics - a manual transmission in which there is no clutch pedal, and its functions are performed by an electronic unit.

The robotic transmission combines the comfort of an automatic transmission with the reliability and fuel economy of a manual transmission. In most cases, the "robot" is cheaper than the classic automatic transmission. Nowadays, all leading car manufacturers are trying to equip cars with robotic gearboxes. However, it is worth noting that the so-called "robots" fail faster than other automatic transmissions.

Robotic automatic transmission device

General device of a robotic gearbox:

• clutch;
• manual Transmission;
• clutch and gear drive;
• control system

The clutch is a friction type, a separate disc or a pack of friction discs. Progression lies in the presence of a dual clutch that transfers torque without interrupting the flow of power. A robotic automatic transmission can have either an electric drive of the clutch and gears, or hydraulic. Let's take a look at the advantages and disadvantages, as well as how each works. Electric motor and mechanical transmission in an electric drive they are executive bodies. This drive is characterized by low gearshift speeds, about 0.3 to 0.5 seconds, and its advantage is low power consumption. Gear shifting in a hydraulic drive is performed by hydraulic cylinders controlled by solenoid valves, using more energy and having a faster gear shift speed (0.05 - 0.06 seconds on some sports cars). The main disadvantage of a robotic gearbox is a rather long time for changing one gear, which leads to jerks and dips in the dynamics of the car, and also reduces the comfort of driving. This problem was solved by introducing an automatic transmission with two clutches (preselective gearbox), gears can be changed without loss of power. Having a double clutch, when the gear is engaged, you can select the next one and turn it on at the right time without interrupting the transmission.

There are two operating modes: automatic and semi-automatic. In automatic mode, the electronic control unit implements a certain algorithm for controlling the box using actuators. Semi-automatic operation allows you to consistently change gears from lower to higher (and vice versa), the selector lever and / or paddle shifters assist in gear shifting.

Video - automatic transmission

Conclusion!

At the moment, there are many different gearboxes in the world, differing in their pros and cons. Some are characterized by economical fuel consumption, others - fast gear changes, etc. Therefore, each driver will be able to choose for himself and his driving style a gearbox that meets all his criteria.

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