05-11 MANUAL TRANSMISSION [P66M-D]
MANUAL TRANSMISSION OUTLINE
[P66M-D] . . . 05-11–1 MANUAL TRANSMISSION
CROSS-SECTIONAL VIEW
[P66M-D] . . . 05-11–1 MANUAL TRANSMISSION POWER FLOW
[P66M-D] . . . 05-11–2 SHIFT MECHANISM STRUCTURE
[P66M-D] . . . 05-11–3 TRIPLE CONE
SYNCHRONIZER MECHANISM
STRUCTURE [P66M-D] . . . 05-11–4 Features . . . 05-11–4 Structure . . . 05-11–4 TRIPLE CONE
SYNCHRONIZER MECHANISM
OPERATION [P66M-D] . . . 05-11–5
SHIFT INTERLOCK MECHANISM
FUNCTION [P66M-D] . . . 05-11–6 SHIFT INTERLOCK MECHANISM
OPERATION [P66M-D]. . . 05-11–6 Structure . . . 05-11–6 Operation . . . 05-11–6 REVERSE LOCKOUT MECHANISM
FUNCTION [P66M-D] . . . 05-11–7 REVERSE LOCKOUT MECHANISM
CONSTRUCTION/OPERATION
[P66M-D]. . . 05-11–7 POWER PLANT FRAME (PPF)
FUNCTION [P66M-D] . . . 05-11–8 Features . . . 05-11–8
End of Toc
NG: MANUAL TRANSMISSION
MANUAL TRANSMISSION OUTLINE [P66M-D]
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! A linked, triple-cone synchronizer mechanism has been adopted for 1st, 2nd, 3rd and 4th gears.
! A push-type reverse lockout mechanism has been adopted.
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MANUAL TRANSMISSION CROSS-SECTIONAL VIEW [P66M-D]
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1ST
2ND 3RD
4TH 5TH
6TH REV
SHIFT PATTERN
MAIN DRIVE GEAR SHAFT
MAINSHAFT
REVERSE IDLER GEAR 1ST GEAR
2ND GEAR
3RD GEAR
4TH GEAR
5TH GEAR 6TH GEAR
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MANUAL TRANSMISSION [P66M-D]
05-11–2
MANUAL TRANSMISSION POWER FLOW [P66M-D]
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A
A 1ST
2ND
3RD
4TH
5TH
6TH
REVERSE
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MANUAL TRANSMISSION [P66M-D]
05-11–3
05-11 SHIFT MECHANISM STRUCTURE [P66M-D]
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! The shift lever stroke has been set shorter to provide optimal shift feel.
! To realize assured shift feel, the shift link mechanism has been integrated.
! Due to the use of metal bushings for the sliding parts of the shift rod, sliding resistance during shifting is greatly reduced, thus improving shift quality.
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A A
SHIFT LINK UNIT
SHIFT ROD BUSH
CONTROL ROD SEC: A—A
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MANUAL TRANSMISSION [P66M-D]
05-11–4
TRIPLE CONE SYNCHRONIZER MECHANISM STRUCTURE [P66M-D]
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Features
! A triple cone synchronizer mechanism is used for the 1st, 2nd, 3rd and 4th gears.
! The triple cone synchronizer mechanism is a compact device capable of heavy duty meshing.
! The synchro mechanism reduces meshing time and improves operation.
! The triple cone synchro mechanism includes a synchronizer ring, a double cone, and an inner cone.
Structure Structural view
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DOUBLE CONE INNER CONE
2ND GEAR
SYNCHRONIZER RING
SYNCHRONIZER KEY
CLUTCH HUB
CLUTCH HUB SLEEVE
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MANUAL TRANSMISSION [P66M-D]
05-11–5
05-11 TRIPLE CONE SYNCHRONIZER MECHANISM OPERATION [P66M-D]
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1. When the hub sleeve moves to the left (in the direction of the arrow), the synchronizer key presses against the synchronizer ring.
2. As the hub sleeve continues moving to the left, the key causes friction between the synchronizer ring, double cone, and inner cone. The
synchronizer ring turns only the distance that the key groove gap allows, aligning the teeth of the hub sleeve and the synchronizer ring. As the hub sleeve continues moving, the friction between the cones becomes greater, and the difference between the rotational speeds of the synchronizer ring, inner cone, and double cone (unified with the gear) gradually disappears.
3. The hub sleeve then moves up onto the
synchronizer key and engages the synchronizer ring.
4. The hub sleeve then engages the synchro teeth of the gear to complete shifting.
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SYNCHRONIZER RING CLUTCH HUB SLEEVE SYNCHRONIZER KEY
DOUBLE CONE
INNER CONE
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SYNCHRONIZER RING SYNCHRONIZER KEY
KEY GROOVE
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SYNCHRONIZER RING
CLUTCH HUB SLEEVE
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SYNCHRO TEETH
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MANUAL TRANSMISSION [P66M-D]
05-11–6
SHIFT INTERLOCK MECHANISM FUNCTION [P66M-D]
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! This provides reliable double-engagement prevention.
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SHIFT INTERLOCK MECHANISM OPERATION [P66M-D]
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Structure
! During shifting, the shift rods, except for the one in operation, are locked in the neutral position by the interlock pins.
Operation Neutral
! Each interlock pin is in the groove of each shift rod because no shift rod is operating.
1st/2nd shifting
! Movement of the 1st/2nd shift rod forces interlock pins A and C out of the 1st/2nd shift rod grooves, and the reverse shift rod and 3rd/4th shift rod are locked. In addition, interlock pin C forces interlock pin E out via interlock pin D, and the 5th/6th shift rod is locked.
3rd/4th shifting
! When the 3rd/4th shift rod operates, the other three shift rods are locked in the same way as the 1st/2nd shifting.
Reverse shifting
! Movement of the reverse shift rod forces interlock pin A out of the reverse shift rod groove, and the 1/2 shift rod is locked. In addition, interlock pin A forces interlock pins C and E out via interlock pins B and D, and the 3rd/4th shift rod and 5th/6th shift rod are locked.
INTER LOCK PIN
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A B C E
D
1ST/2ND SHIFT ROD
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3RD/4TH SHIFT ROD
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A B C E D
REVERSE SHIFT ROD
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MANUAL TRANSMISSION [P66M-D]
05-11–7
05-11 5th/6th shifting
! When the 5th/6th shift rod operates, the other three shift rods are locked in the same way as the reverse shifting.
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REVERSE LOCKOUT MECHANISM FUNCTION [P66M-D]
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! The reverse lockout mechanism prevents the driver from accidentally shifting into reverse gear when shifting from neutral to 1st gear.
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REVERSE LOCKOUT MECHANISM CONSTRUCTION/OPERATION [P66M-D]
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! With the adoption of the reverse lockout mechanism, which utilizes a guide plate, reliability has been assured.
! A guide plate, attached to the extension housing, prevents accidental shifting into reverse when shifting from neutral to 1st gear by restricting the movement of the shift lever. When shifting into reverse, once the shift lever is pressed down and moved towards the reverse position, the projection on the lever goes under the guide plate, releasing the reverse shift restriction and allowing for shifting into reverse.
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5TH/6TH SHIFT ROD
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LEVER IS NOT PRESSED DOWN LEVER IS PRESSED DOWN
MOVEMENT RESTRICTED BY THIS PART
UNRESTRICTED SHIFTING GUIDE PLATE
SEC A—A
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MANUAL TRANSMISSION [P66M-D]
05-11–8
POWER PLANT FRAME (PPF) FUNCTION [P66M-D]
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Features
! The power plant frame (PPF) maintains rigidity with a bracket installed between the transmission and the differential. Due to this the shift feeling is solid and a feeling of direct drive when starting from a standstill or accelerating is created.
! Also, due to the closed-section construction of the PPF, direct drive and response feeling have been improved.
— The transmission and differential are joined in a single unit which, even though the
differential can be separated from the body, time lag is lessened due to the near
elimination of lift, creating a feeling of direct drive. Furthermore, shock and vibration during acceleration and deceleration is greatly reduced.
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PPF
PPF CLOSED-SECTION PPF OPEN-SECTION PPF
PROPELLER SHAFT PROPELLER SHAFT
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POWER PLANT FRAME (PPF)
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