Manual transmission, basic function

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MO36 transmission utilizes an interlock mechanism to eliminate double engagement. The gear selection is used to change the revolution and torque generated by the engine according to the vehicle's power requirement or driving requirement. The drive force can be increased or decreased by selecting multiple sets of engaged gears based on requirement.

The synchromesh mechanism is executed to regulate the rotation speed of the main shaft, drive pinion and synchronizer hub when a gearshift change is made. The synchronizer hub is rotated with the main shaft.

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The following descriptions are given for fourth gear of fourth and fifth synchronizer assembly. The inside portion of the synchronizer hub engages the spline of the main shaft and rotates with the main shaft. The outside portion of the synchronizer hub is equipped with a spline which engages the synchronizer sleeve and three grooves. Shifting plungers are installed in these grooves.

The shifting plungers permitted to engage the grooves in the synchronizer sleeve when the gearshift is in neutral position. The shifting plungers are pressed against the inside portion of the synchronizer sleeve by shifting plunger springs. Synchronizer rings are placed into the respective taper cone of each gear.

The outer splines of the synchronizer rings are engaged with the synchronizer sleeve. Protrusion of the synchronizer rings are inserted into the three grooves of the synchronizer hub. These grooves are wider than width of protrusion of the synchronizer rings, where the rings rotate relative to the synchronizer sleeve by the amount of play.

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The shift fork is moved in the direction of the arrow (as shown in the illustration) when the gearshift is in neutral position. This in turn moves the synchronizer sleeve slightly to the pinion drive. Simultaneously, the central protrusion of the shifting plunger is engaged with the synchronizer sleeve and moved to the drive pinion.

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The central protrusion of shifting plunger is further allowed press the synchronizer ring against the taper cone of drive pinion (as shown in the illustration).

The taper cones of the synchronizer rings are utilized as cone clutches to generate friction torque and perform synchronous operation. The rotation speed of the synchronizer hub becomes gradually closer to the rotation speed of the drive pinion gear due to the synchronous operation. As the operation prolongs, the synchronizer hub and the drive pinion gear rotate at the same speed. This allows the synchronizer sleeve smoothly engage with the synchronizer hub and the gear and complete the gearshift change (as shown in the illustration).

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The following descriptions are given for sixth gear of sixth synchronizer assembly. The synchronizer ring is divided into three parts such as a synchronizer inner ring, synchronizer centering cone and a synchronizer outer ring. Inside and outside surfaces of the synchronizer centering cone and the synchronizer inner ring are tapered. The centering cone and inner ring are integrated between the outer ring and taper cone of each gear to reduce the time required for synchronizing with cone clutches at three positions.

Six protrusions of the synchronizer centering cone are inserted into the corresponding gear holes. The centering cone and the gear are integrated as in the taper cone of the single cone type. An inside portion of the synchronizer hub engages with the spline of the main shaft and rotates with it. An outside portion of the synchronizer hub is equipped with a spline that engages the synchronizer sleeve and three grooves. Shifting plungers are installed into these keyways. The shifting plungers are engaged with the grooves in the synchronizer sleeve when the gearshift is in neutral position. The shifting plungers are pressed against the inside part of the synchronizer sleeve by shifting plunger springs. The synchronizer outer ring and synchronizer inner ring are inserted into respective synchronizer centering cone.

The outer spline of the synchronizer outer ring is engaged with the synchronizer sleeve. Protrusions of the synchronizer outer ring are inserted into three grooves of the synchronizer hub. These grooves are wider than the width of protrusions of synchronizer outer ring, where the synchronizer outer ring rotates relative to synchronizer sleeve by amount of play.

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The shift fork is moved in the direction of the arrow (as shown in the illustration) when the gearshift is in neutral position. This in turn moves the synchronizer sleeve slightly to the sixth gear. Simultaneously, the central protrusion of the shifting plunger is engaged with the synchronizer sleeve and moved to the sixth gear. The central protrusion of the shifting plunger is allowed press the synchronizer outer ring and the centering cone against the taper cone of the synchronizer centering cone and the synchronizer inner ring, respectively.

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The central protrusion of the shifting plunger is further executed to press the inner ring against the sixth gear (as shown in the illustration).

The taper cones of the synchronizer rings are utilized as cone clutches to generate friction torque and perform synchronous operation. The rotation speed of the synchronizer hub becomes gradually closer to the rotation speed of the sixth gear due to the synchronous operation. As the operation prolongs, the synchronizer hub and the sixth gear rotate at same speed. Turn allows the synchronizer sleeve to move smoothly to engage the synchronizer hub with the gear to complete the gearshift change (as shown in the illustration).

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The interlock mechanism prevents double engagement of gears. The finger of the gearshift sliding lever is engaged with the second and third gearshift jaw when the second and the third shift rail is shifted. The rail mounted on the bottom surface of the interlock plate is executed to lock the other gearshift jaws.

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The speedometer gear bushing is formed as eccentric in shape and located inside the speedometer gear to reduce vibration during rotation of the speedometer gear.