Transmission: 1 - rear cover of the gearbox housing; 2, 44 - nut; 3 - fifth gear drive gear; 4 - thrust plate; 5, 40 - retaining rings of the bearing; 6 - ball bearing of the primary shaft; 7 - the drive gear of the fourth gear; 8 - gearbox housing; 9 - input shaft; 10 - third gear drive gear; 11 - second gear drive gear; 12 - reverse gear; 13 - drive gear of the first gear; 14 - roller bearing; 15 - breather; 16 - input shaft seal; 17 - clutch housing; 18 - roller bearing of the secondary shaft; 19 - oil collector; 20 - main gear drive gear; 21 - ring of the vehicle speed sensor; 22, 32 - drive seals; 23, 30 - tapered roller differential bearing; 24 - vehicle speed sensor; 25 - differential box; 26 - differential satellite; 27 - axis of the satellites; 28 - side gear; 29 - driven gear of the main gear; 31 - adjusting ring; 33 - driven gear of the first gear; 34 - synchronizer of the first and second gears; 35 - driven gear of the second gear; 36 - driven gear of the third gear; 37 - synchronizer of the third and fourth gears; 38 - driven gear of the fourth gear; 39 - ball bearing of the secondary shaft; 41 - bushing; 42 - driven gear of the fifth gear; 43 - fifth gear synchronizer
By car with manual transmission (ITUC) the choice of the moment of gear shifting and the shift itself is carried out by the driver. Despite the obvious disadvantage of this design - you have to constantly work with the clutch pedal - there are also positive aspects: lower price, simple design, high reliability and efficiency in comparison with the hydromechanical unit - automatic transmission «classical» designs. The idea to combine the advantages of a manual transmission with the convenience of operating an automatic transmission is implemented in an automated manual transmission (AMCP). This type of box is more often called robotic.
It provides gear shifting without driver intervention, depending on vehicle speed, engine speed and load. The driver can only select the mode of operation of the gearbox by moving the selector of the AMCP mode to the appropriate position. On facing of the selector lever position designations are applied.
For an experienced driver, it is possible to control the operation of the transmission in manual mode, based on their driving style, and not adapt to a given algorithm embedded in «electronic brains». AMCP, which is installed on Lada cars, is «usual» manual box with controlled «electronics» gear shift mechanism and electric clutch release.
The automated transmission was developed jointly with the German company ZF on the basis of a five-speed manual gearbox model 2180.
Model 2182 Automated Manual Transmission: 1 - electronic transmission control unit; 2 - electric clutch release; 3 - gear shift mechanism with electric drive
The upgraded unit received the designation 2182. Instead of a cable-operated gearshift mechanism (who was on the MCP 2180) it was equipped with an electric drive mechanism.
The electric clutch release actuates directly on the clutch fork.
There is no clutch pedal on the car.
Comment. These parts are removable, while the gearbox housing remained unchanged. This allows, if necessary, to convert the unit to manual control. To do this, you will have to install a cable-operated gearshift mechanism, as well as a clutch release cable.
Gearbox - two-shaft. It is mounted together with the main gear and differential into a single unit, the body of which consists of three parts - the clutch housing, the gearbox housing and the rear cover. The joints of the crankcases and the cover are sealed with a petrol-oil-resistant sealant.
The input shaft of the gearbox is made in the form of a block of gears. The gears of the input shaft are driving, are in constant engagement with the driven gears of the forward gears mounted on the secondary shaft. All elements of the secondary shaft are removable. The secondary shaft is hollow, with radial holes in the gears for lubrication of the outer surface of the shaft. The fifth gear rotates on a bushing.
Electric Gear Shift Mechanism: 1 - gear selection electric drive; 2 - electric gear shift
The final drive gear and synchronizer hubs are mounted on the splines of the shaft. The most loaded synchronizers (first and second gear) have two additional conical rings.
The front ends of the shafts are supported by roller bearings, and the rear ends by ball bearings.
The differential is two-satellite, the preload of its bearings is regulated by the selection of the thickness of the adjusting ring installed under the outer ring of the differential bearing. A vehicle speed sensor ring is installed on the differential housing. The sensor is installed on the gearbox housing.
To control the oil level in the gearbox housing, a special hole is made, closed with a screw plug.