Ngobrolin MATIC yuks! - Page 2
Scuto Laminating Blackvue HD Car Care

25 Mei 2016 - Payment System Terbaru Untuk Bursa Jual Beli telah kami hadirkan.
Untuk informasi lebih lengkap dapat dilihat di http://modifika.si/630917

Page 2 of 202 FirstFirst 123456 ... LastLast
Results 11 to 20 of 2015
  • Thread Tools
  • Short URL:  http://modifika.si/117669
  • Share on facebook
  • Share on twitter
  1. #11
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    Smile LANJUTAN

    [edit] Automatic transmission modes

    Conventionally, in order to select the mode, the driver would have to move a gear shift lever located on the steering column or on the floor next to him/her. In order to select gears/modes the driver must push a button in (called the shift lock button) or pull the handle (only on column mounted shifters) out. Some vehicles (like the Aston Martin DB9) position selector buttons for each mode on the cockpit instead, freeing up space on the central console. Vehicles conforming to US Government standards must have the modes ordered P-R-N-D-L (left to right, top to bottom, or clockwise). Prior to this, quadrant-selected automatic transmissions often utilized a P-N-D-L-R layout, or similar. Such a pattern led to a number of deaths and injuries owing to unintentional gear mis-selection, as well the danger of having a selector (when worn) jump into Reverse from Low gear during engine braking maneuvers.

    Automatic Transmissions have various modes depending on the model and make of the transmission. Some of the common modes are:

    Park (P) – This selection mechanically locks the transmission, restricting the car from moving in any direction. A parking pawl prevents the transmission—and therefore the vehicle—from moving, although the vehicle's non-drive wheels may still spin freely. For this reason, it is recommended to use the hand brake (or parking brake) because this actually locks (in most cases) the rear wheels and prevents them from moving. This also increases the life of the transmission and the park pin mechanism, because parking on an incline with the transmission in park without the parking brake engaged will cause undue stress on the parking pin. An efficiently-adjusted hand brake should also prevent the car from moving if a worn selector accidentally drops into reverse gear during early morning fast-idle engine warmups.

    A car should be allowed to come to a complete stop before setting the transmission into park to prevent damage. Usually, PARK is one of only two selections in which the car's engine can be started. In many modern cars and trucks (notably those sold in the US and Canada), the driver must have the footbrake applied before the transmission can be taken out of park. The Park position is omitted on buses/coaches with automatic transmission (on which a parking pawl is not practical), which must be placed in neutral with the parking brakes set.

    Reverse (R) – This puts the car into the reverse gear, giving the ability for the car to drive backwards. In order for the driver to select reverse they must come to a complete stop, push the shift lock button in (or pull the shift lever forward in the case of a column shifter) and select reverse. Not coming to a complete stop can cause severe damage to the transmission. Many modern automatic gearboxes have a safety mechanism in place, which does to some extent prevent (but doesn't completely avoid) inadvertently putting the car in reverse when the vehicle is moving. This mechanism usually consists of a solenoid-controlled physical barrier on either side of the Reverse position, which is electronically engaged by a switch on the brake pedal. Therefore, the brake pedal needs to be depressed in order to allow the selection of reverse. Some electronic transmissions prevent or delay engagement of reverse gear altogether while the car is moving.

    Some shifters with a shift button allows the driver to freely move the shifter from R to N or D, or simply moving the shifter to N or D without actually depressing the button. However, the driver cannot put back the shifter to R without depressing the shift button to prevent accidental shiftings, especially at high speeds, which could damage the transmission.

    Neutral/No gear (N)– This disconnects the transmission from the wheels so the car can move freely under its own weight. This is the only other selection in which the car can be started.

    Drive (D)– This allows the car to move forward and accelerate through its range of gears. The number of gears a transmission has depends on the model, but they can commonly range from 3 (predominant before the 1990s), 4, 5 (losing popularity to 6-speed autos, though still favored by Chrysler and Honda/Acura)[citation needed], 6 (found in VW/Audi Direct Shift Gearbox, Toyota Camry V-6 models, the Chevrolet Malibu LTZ, Corvette, GM trucks, Pontiac G8, and most newer model Ford/Lincoln/Mercury vehicles), 7 (found in Mercedes 7G gearbox) and 8 in the newer models of Lexus cars. Some cars when put into D will automatically lock the doors or turn on the Daytime Running Lamps.

    OverDrive ([D], OD, or a boxed D) - This mode is used in some transmissions to allow early Computer Controlled Transmissions to engage the Automatic Overdrive. In these transmissions, Drive (D) locks the Automatic Overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under steady speeds or low acceleration at approximately 35-45 mph (approx. 72 km/h). Under hard acceleration or below 35-45 mph, the transmission will automatically downshift. Vehicles with this option should be driven in this mode unless circumstances require a lower gear.

    Second (2 or S) – This mode limits the transmission to the first two gears, or more commonly locks the transmission in second gear. This can be used to drive in adverse conditions such as snow and ice, as well as climbing or going down hills in the winter time. Some vehicles will automatically upshift out of second gear in this mode if a certain rpm range is reached in order to prevent engine damage.

    First (1 or L) – This mode locks the transmission in first gear only. It will not accelerate through any gear range. This, like second, can be used during the winter season, or for towing.

    As well as the above modes there are also other modes, dependent on the manufacturer and model. Some examples include;

    D5 – In Hondas and Acuras equipped with 5-speed automatic transmissions, this mode is used commonly for highway use (as stated in the manual), and uses all five forward gears.
    D4 – This mode is also found in Honda and Acura 4 or 5-speed automatics and only uses the first 4 gears. According to the manual, it is used for "stop and go traffic", such as city driving.
    D3 or 3 – This mode is found in Honda, Acura and Pontiac 4-speed automatics and only uses the first 3 gears. According to the manual, it is used for stop & go traffic, such as city driving.
    + −, S and M – This is the manual selection of gears for automatics, such as Porsche's Tiptronic. The S and M feature can also be found in Chrysler and General Motors products such as the Dodge Magnum and Pontiac G6, as well as Toyota's Camry, Corolla, Fortuner, Previa and Innova. Mitsubishi, meanwhile doesn't have the M or S either, and instead has the + and -, which is separated from the rest of the shift modes; the same is true for some Peugeot products like Peugeot 206. Meanwhile, the driver can shift up and down at will by toggling the (console mounted) shift lever like a semi-automatic transmission. This mode may be engaged either through a selector/position or by actually changing the gears (e.g., tipping the gear-down paddles mounted near the driver's fingers on the steering wheel).

  2. #12
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    Lightbulb

    HIHI...malah jadi gue yg ngisi materinya.. maap kl salah2 yah, ini juga boleh ngutip dari wikipedia.org ttg matic... hehe..

  3. #13
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    Smile LANJUT LAGI...

    Hydraulic automatic transmissions
    The predominant form of automatic transmission is hydraulically operated, using a fluid coupling or torque converter and a set of planetary gearsets to provide a range of gear ratios.


    Parts and operation
    A hydraulic automatic transmission consists of the following parts:

    A cut-away model of a torque converterTorque converter: A type of fluid coupling hydraulically connecting the engine to the transmission. It takes the place of a mechanical clutch, allowing the engine to remain running at rest without stalling. A torque converter differs from a fluid coupling in that it provides a variable amount of torque multiplication at low engine speeds, increasing "breakaway" acceleration. This is accomplished with a third member in the "coupling assembly" known as the stator, and by altering the shapes of the vanes inside the coupling in such a way as to curve the fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid, in effect using the leftover force of it to enhance torque multiplication.

    Planetary gearset: A compound planetary set whose bands and clutches are actuated by hydraulic servos controlled by the valve body, providing two or more gear ratios.

    Clutches and bands: to effect gear changes, one of two types of clutches or bands are used to hold a particular member of the planetary gearset motionless, while allowing another member to rotate, thereby transmitting torque and producing gear reductions or overdrive ratios. These clutches are actuated by the valve body (see below), their sequence controlled by the transmission's internal programming. Principally, a type of device known as a sprag or roller clutch is used for routine upshifts/downshifts. Operating much as a ratchet, it transmits torque only in one direction, freewheeling or "overrunning" in the other. The advantage of this type of clutch is that it eliminates the sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply "taking up" the drivetrain load when actuated,and releasing automatically when the next gear's sprag clutch assumes the torque transfer.
    The bands come into play for manually selected gears, such as low range or reverse, and operate on the planetary drum's circumference. Bands are not applied when drive/overdrive range is selected, the torque being transmitted by the sprag clutches instead. Bands are used for braking; the GM Turbo-Hydramatics incorporated this.

    Valve body: hydraulic control center that receives pressurized fluid from a main pump operated by the fluid coupling/torque converter. The pressure coming from this pump is regulated and used to run a network of spring-loaded valves, check balls and servo pistons. The valves use the pump pressure and the pressure from a centrifugal governor on the output side (as well as hydraulic signals from the range selector valves and the throttle valve or modulator) to control which ratio is selected on the gearset; as the car and engine change speed, the difference between the pressures changes, causing different sets of valves to open and close. The hydraulic pressure controlled by these valves drives the various clutch and brake band actuators, thereby controlling the operation of the planetary gearset to select the optimum gear ratio for the current operating conditions. However, in many modern automatic transmissions, the valves are controlled by electro-mechanical servos which are controlled by the Engine Management System or a separate transmission controller. (See History and improvements below.)

    Hydraulic & Lubricating Oil: called automatic transmission fluid (ATF), this component of the transmission provides lubrication, corrosion prevention, and a hydraulic medium to convey mechanical power. Primarily made from refined petroleum and processed to provide properties that promote smooth power transmission and increase service life, the ATF is one of the few parts of the automatic transmission that needs routine service as the vehicle ages.

  4. #14
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    LANJUT.. CVT

    [edit] Continuously variable transmissions
    Main article: Continuously variable transmission
    A different type of automatic transmission is the continuously variable transmission or CVT, which can smoothly alter its gear ratio by varying the diameter of a pair of belt or chain-linked pulleys, wheels or cones. Some continuously variable transmissions use a hydrostatic drive consisting of a variable displacement pump and a hydraulic motor to transmit power without gears. CVT designs are usually as fuel efficient as manual transmissions in city driving, but early designs lose efficiency as engine speed increases.

    A slightly different approach to CVT is the concept of toroidal CVT or IVT (from infinitely variable transmission). These concepts provide zero and reverse gear ratios.

    Some current hybrid vehicles, notably those of Toyota, Lexus and Ford Motor Company, have an "electronically-controlled CVT" (E-CVT). In this system, the transmission has fixed gears, but the ratio of wheel-speed to engine-speed can be continuously varied by controlling the speed of the third input to a differential using an electric motor-generator.


  5. #15
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    HABIS....

    Manually controlled automatic transmissions
    Most automatic transmissions offer the driver a certain amount of manual control over the transmission's shifts (beyond the obvious selection of forward, reverse, or neutral). Those controls take several forms:

    Throttle kickdown: Most automatic transmissions include some means of forcing a downshift into the lowest possible gear if the throttle pedal is fully depressed. In many older designs, kickdown is accomplished by mechanically actuating a valve inside the transmission. Most modern designs use a solenoid-operated valve that is triggered by a switch on the throttle linkage or by the engine control unit (ECM) in response to an abrupt increase in engine power. The kickdown feature is designed to never select a gear ratio that would result in engine overspeed.

    Mode Selection: Allows the driver to choose between preset shifting programs. For example, Economy mode saves fuel by upshifting at lower speeds, while Sport mode (aka Power or Performance) delays shifting for maximum acceleration. The modes also change how the computer responds to throttle input.

    Low gear ranges: Conventionally, automatic transmissions have selector positions that allow the driver to limit the maximum ratio that the transmission may engage. On older transmissions, this was accomplished by a mechanical lockout in the transmission valve body preventing an upshift until the lockout was disengaged; on computer- controlled transmissions, the same effect is accomplished electronically. The transmission can still upshift and downshift automatically between the remaining ratios: for example, in the 3 range, a transmission could shift from first to second to third, but not into fourth or higher ratios. Some transmissions will still upshift automatically into the higher ratio if the engine reaches its maximum permissible speed in the selected range.[citation needed]

    Manual controls: Some transmissions have a mode in which the driver has full control of ratio changes (either by moving the selector or through the use of buttons or paddles), completely overriding the automated function of the hydraulic controller. Such control is particularly useful in cornering, to avoid unwanted upshifts or downshifts that could compromise the vehicle's balance or traction. "Manumatic" shifters, first popularized by Porsche in the 1990s under the trade name Tiptronic, have become a popular option on sports cars and other performance vehicles. With the near-universal prevalence of electronically controlled transmissions, they are comparatively simple and inexpensive, requiring only software changes and the provision of the actual manual controls for the driver. The amount of true manual control provided is highly variable: some systems will override the driver's selections under certain conditions, generally in the interest of preventing engine damage.

    Second Gear Takeoff: Some automatics, particularly those fitted to larger capacity or high torque engines, either when '2' is manually selected or by engaging a "winter mode", will start off in second gear instead of first, and then not shift into a higher gear until returned to D. This is done to reduce torque multiplication when proceeding forward from a standstill in conditions where traction was limited - on snow or ice covered roads for example.
    Some automatic transmissions modified or designed specifically for drag racing may also incorporate a transmission brake, or "trans-brake," as part of a manual valve body. Activated by electrical solenoid control, a trans-brake simultaneously engages the first and reverse gears, locking the transmission and preventing the input shaft from turning. This allows the driver of the car to raise the engine RPM against the resistance of the torque converter, then launch the car by simply releasing the trans-brake switch

  6. #16
    Letnan Dua
    Location
    De Jakarta
    Posts
    1,242
    Power
    10 
    M-Store Point
    0
    Online
    1 Mth 2 Wks 1 Day 11 Hrs 16 Secs

    Wink

    fyuh,,, udah,,, sebenernya masih nunggu suhu2 matic yah.. mudah2an bisa ngebantu tmn2 yg lain =)

  7. #17
    Mayor
    Location
    sumbagteng
    Posts
    4,861
    Power
    M-Store Point
    0
    Online
    3 Wks 1 Day 7 Hrs 52 Mins 2 Secs
    matic sih jrg masalah makanya jarang yg bahas disini..matic asal sering ganti oli trus wkt lampu merah dinetral awet.

  8. #18
    Kopral Satu
    Posts
    52
    Power
    M-Store Point
    0
    Online
    N/A
    ngikut gabung ah..nambah2 wawasan

  9. #19
    Brigadir Jendral
    Posts
    11,810
    Power
    14 
    M-Store Point
    0
    Online
    1 Day 19 Hrs 38 Mins 25 Secs
    bahas opsi untuk swap manual ke matic dong hehehehehe..
    Kenwood 7016 | Gramond Alpha 6c | Gramond MD55 | Audio System 75.4 | Audio System MX12 | Pitch & Timbre

  10. #20
    Kolonel
    Posts
    8,733
    Power
    12 
    M-Store Point
    0
    Online
    1 Day 7 Hrs 49 Mins 26 Secs
    Quote Originally Posted by jwicaksana View Post
    bahas opsi untuk swap manual ke matic dong hehehehehe..
    Gak masalah mas...asal dptnya kumplit (halfcut) n kode seri mesin n body masih sealiran...mis AE92 ke AE91...manual ke matic ditinggal dibongkar n pasang

 

 
Page 2 of 202 FirstFirst 123456 ... LastLast
Mega Glodok Kemayoran Venom 300x250

Thread Information

Users Browsing this Thread

There are currently 1 users browsing this thread. (0 members and 1 guests)

Similar Threads

  1. Ngobrolin Pelat Nomor Bermasalah yuk!!
    By dmust_fram in forum Automotive
    Replies: 25
    Last Post: 28th November 2012, 20:19
  2. Replies: 74
    Last Post: 13th August 2012, 16:49
  3. Replies: 61
    Last Post: 11th January 2012, 08:21
  4. ngobrolin soal ELANTRA yuuk!!
    By denny ismail in forum Diskusi Mesin
    Replies: 8
    Last Post: 30th August 2010, 17:22
  5. Pasang sundroof yuks
    By Custom Made in forum Diskusi Eksterior
    Replies: 6
    Last Post: 22nd May 2009, 22:39
Back to top