Basics of Synchronizers

Ottmar Back, Head of Product Management January 2013

Content
1. Introduction 2. Driveline / Transmission / Shift Mechanism 3. The Synchronization 4. Basics for Synchronizer Calculation 5. Interfaces 6. Functional Problems and Solutions 7. HOERBIGER Capabilities
7.1. Design & Development 7.2. Manufacturing

8. HOERBIGER Product Portfolio 9. Summary

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Basics of Synchronizers

1. Introduction

Copyright by HOERBIGER Antriebstechnik GmbH (Germany), 2013. Any kind of use in part or in full provides HOERBIGER Antriebstechnik GmbH's prior written consent.

Basics of Synchronizers

1. Introduction
Synchronizers are the key elements in manual transmissions (MT) as well as in double-clutch transmissions (DCT) and automated manual transmissions (AMT). This paper gives an overview of their function, layout and design and explains possible problems and solutions. Finally it is shown what tools and processes are needed to develop, test and manufacture components and complete synchronizer systems.

As the worldwide largest independent manufacturer HOERBIGER develops and supplies components and systems for all types of manual transmissions, double-clutch transmissions, and automated manual transmissions.

Copyright by HOERBIGER Antriebstechnik GmbH (Germany), 2013. Any kind of use in part or in full provides HOERBIGER Antriebstechnik GmbH's prior written consent.

Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

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Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

Synchronizers are the central component of the transmission featuring interfaces to the output, the clutch and, by way of the gear shift, to the driver. The layout and design of the synchronizers play an essential role in how the driver experiences the gear shift. The following pages give an overview of the variety of driveline concepts the interfaces of the transmission to the vehicle the interface of the transmission to the driver and the installation and the interfaces of the synchronizer in the transmission The layout and the design of synchronizer systems has to take into account all these aspects. The validation and the assessment of the synchronizer systems have to be made at test rig as well as in the vehicle.

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Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

Driveline

engine transmission

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Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

Driveline
stub axle left (short) side shaft transmission

right (long) side shaft shift lever constant velocity joint

constant velocity joint

damper mass

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Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

Transmission
4 3 R

4 bell housing

Synchronizers work as cone brakes. They brake or accelerate the components marked in blue and the secondary mass of the clutch. To synchronize means to adjust the speed of shaft and gear wheel!

side shaft left

side shaft right

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Basics of Synchronizers

2. Driveline / Transmission / Shift Mechanism

Shift Mechanism
Shift

Select

Inner shift mechanism

Outer shift mechanism

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3. The Synchronization

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3. The Synchronization
Synchronizers can be structured by the number of cones used. The next 3 pages show the exploded views of single-, dual- and triple-cone synchronizers and the descriptions of the single components. The synchronization process always follows the same sequences. The sleeve is moved by the shift fork towards the gear to be engaged. As long as there is a speed difference between the sleeve/hub-system and the gear wheel the sleeve is blocked by the blocker ring and the synchronizer rings create a friction torque. When the speeds are synchronized the sleeve can be moved further and engages into the spline of the engangement ring at the gear wheel. The sequences can be followed by clicking through the pages 16 to 21. They are then explained in detail on pages 22 to 28.

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3. The Synchronization

Single-cone Synchronizer

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3. The Synchronization

Dual-cone Synchronizer

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3. The Synchronization

Triple-cone Synchronizer

Engagement ring Inner ring coated

Intermediate ring Blocker ring

Sleeve Hub

Detent

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3. The Synchronization

The Synchronization Process - Neutral

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3 .The Synchronization

The Synchronization Process - Presynchronization

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3. The Synchronization

The Synchronization Process - Synchronization

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3. The Synchronization

The Synchronization Process - Blocking Release

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3. The Synchronization

The Synchronization Process - Engagement

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3. The Synchronization

The Synchronization Process - Gear shifted

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3. The Synchronization

The Synchronization Process - neutral position

Cross section, spline projected

fork sleeve detent blocker ring engagement ring

3D-picture

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3. The Synchronization

The Synchronization Process - presynchronization

- The fork is moving the sleeve in axial direction until the detents have contact with the blocker ring. - The detent force (50-100 N) creates a friction torque in the synchronizer. - This friction torque positions the blocker ring radially. I.e. the indexing lugs at the blocker ring bend to the pockets in the hub. This positions the blocking teeth at the blocker ring against the teeth of the sleeve.

3D-picture

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3. The Synchronization

The Synchronization Process - blocking position

- With higher shift force the sleeve moves towards the blocking teeth of the blocker ring - The teeth of the sleeve push against the blocking teeth of the blocker ring - Speed difference is reduced until n1 = n2
3D-picture

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3. The Synchronization

The Synchronization Process - blocking release

- At speed difference 0 i.e. n1=n2 the blocking condition is no longer valid. - The sleeve can turn back the blocker ring and move forward through the spline of the blocker ring.
3D-picture

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3. The Synchronization

The Synchronization Process - free flight phase

- The sleeve moves forward towards the spline of the engagement ring. - In this phase a new speed difference between n1 and n2 can occure.
3D-picture

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3. The Synchronization

The Synchronization Process - engagement

- The sleeve enters into the engegement ring. - Speed differences between n1 and n2 can cause bumps at the entering into the engagement ring.
3D-picture

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3. The Synchronization

The Synchronization Process - gear shifted

- When the sleeve has completly moved into the engagement ring the gear is shifted. - Back tapers at the teeth of the sleeve and the engagement ring avoid decoupling under load.
3D-picture

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4. Basics for Synchronizer Calculation

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4. Basics for Synchronizer Calculation

The dimensioning and calculation of synchronizers has to take into account numerous parameters. The developer has to ask his customers to provide the relevant data and also has to perform screening tests to determine the c.o.f. level and characteristic of the customer's transmission oil in interaction with the different friction linings. The capacity of a synchronizer has to be checked for the torque transmission when shifted and the synchronizing of speed difference. For torque transmitting components (sleeve, hub and engagement ring) standard FEM calculations are performed. For the calculation of the synchronizing system specific inhouse tools are in use. The following pages list the necessary input data which will enter into the calculation sheets. The pages 34 to 40 show the basic formula needed to calculate the blocking saftey and the load data for the friction cones. The characteristic values for different friction linings can be found in the data sheets in the download sector.
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4. Basics for Synchronizer Calculation

Input
installation space inertia to be synchronized speed difference to be synchronized torque to be transmitted transmission oil customers requirements (e.g. synchronizing time, shift travel, shift impulse, shift force, drag torque, load cycles, ...) interfaces (spline data, clearance of gear wheels, sleeve groove...) test definition for validation

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4. Basics for Synchronizer Calculation

Limiting Factors
The capacity of a synchronizer is limited by torque capacity of Sleeve/Hub-System and Engagement Ring capacity of Friction Material (sliding speed, surface pressure, friction power, friction work) heat dissipation through the oil, the synchro rings and the gear cone transmission oil (viscosity and thermal stability) (see also next page)

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4. Basics for Synchronizer Calculation

Transmission Oil
basic functions and requirements: cooling lubrication / wear protection corrosion protection anti foam friction characteristic compatibility with elastomeres (sealings) temperature and viscosity characteristic
low viscosity screening test is necessary to determine the c.o.f. level and characteristic viscosity determines drag torque and influences shift quality
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high viscosity

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4. Basics for Synchronizer Calculation

Layout Calculation

HOERBIGER inhouse calculation tools

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4. Basics for Synchronizer Calculation

Calculation of Blocking Safety

Friction Torque: Blocking Release Torque:
sin d D cos D 2 2 [Nm] TZ = Fa 2 sin 2 + D cos 2

nc d m Fa TF = [Nm] 2 sin
Blocking Safety:

TF > TZ
TZ
D dm dD Fa nc [ ] [ ] [-] [-] [mm] [mm] [N] [-] cone angle chamfer angle c.o.f. of cone c.o.f. of chamfers mean cone diameter pitch diameter shift force at sleeve number of cones

TF

Blocking safety is given if TF > TZ

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4. Basics for Synchronizer Calculation

Calculation of specific friction work qA

1 W = J 2 TV tR 2

W qA = A

[J/mm]

= nSYN 2 / 60
tR TV J nSYN A W [s] [Nm] [kgm] [min-1] [mm] [J] slipping time drag torque mass moment of inertia speed difference to synchronize total friction surface friction work

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4. Basics for Synchronizer Calculation

Calculation of mean specific friction power PmA

PmA

qA = [W/mm] tR
[s] [W] [J/mm] [mm] [J]

or

Pm P mA = A

[W/mm]

Pm =

W tR

tR Pm qA A W

slipping time mean friction power specific friction work total friction surface friction work

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4. Basics for Synchronizer Calculation

Calculation of max. sliding speed vmax

v max = nSYN / 60 d max

[m/s]

dmax nSYN

[mm] [min-1]

max. cone diameter speed difference to synchronize

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4. Basics for Synchronizer Calculation

Calculation of mean specific pressure pm

pm =

FN ( A / nc )

[N/mm]

FN = (TF /( dm / 2)) / nc TF = J / tR

tR J TF nc dm FN A

[s] [kgm] [Nm] [-] [mm] [-] [N] [mm]

slipping time mass moment of inertia friction torque number of cones mean cone diameter coefficient of friction c.o.f. normal force on cone total friction surface

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4. Basics for Synchronizer Calculation

Calculation of max. specific friction power Pmax

P max = pm v max

[W]

vmax pm

[-] coeffiecient of friction c.o.f. [m/s] max. sliding speed [N/mm] mean specific pressure

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4. Basics for Synchronizer Calculation

Characteristic values for calculated parameters

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5. Interfaces

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5. Interfaces
The definition of interfaces between the synchronizer system and the transmission is essential for a proper function and durability. The neutral position of the shift fork determines the clearance of the synchronizer rings. Low clearance will cause drag torque and in extreme cases overheat and destroy the friction lining. The clearance of the gear wheels determine the maximum possible axial space for the synchro rings. Too much clearance can cause a decoupling of blocker rings from the hub or what is more likely from blocker rings and inner rings in multi-cone synchronizers.

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5. Interfaces

Shift Fork / Gear Wheel

The neutral position of the shift fork should not exceed +/- 0,35 mm. The clearance between hub and gear wheel should not exceed 0,4 mm.

Drawing shows gear wheels touching the hub

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6. Functional Problems and Solutions

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6. Functional Problems and Solutions

During development and testing functional problems have to be detected and solutions have to be fixed. Typical problems and possible solutions are summarized on the next pages. To avoid functional problems already in the design phase it is necessary to combine long-time experience and high level of data quality. To solve occuring problems a detailed analysis has to be carried out in advance by recording shift curves in the vehicle or transmission test rig. Solutions can be developed and tested first in a simulation model before manufacturing prototypes for validation in the vehicle.

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6. Functional Problems and Solutions

Shift Force Fa too high

Fa =

2 sin J nc d m t F

To reduce the shift force following measures can be taken: increase diameter dm increase number of cones nc increase c.o.f. (friction lining, oil) reduce cone angle ! to avoid self-locking < tan

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6. Functional Problems and Solutions Shift Quality - 2nd load bump

The 2nd load bump occurs when the sleeve enters into the engagement ring. If the resistance is too high, it can be felt at the shift knob.
shift force shift travel

Low 2nd load bump

High 2nd load bump

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6. Functional Problems and Solutions Shift Quality - 2nd load bump

The 2nd load bump occurs when the sleeve enters into the engagement ring. If the resistance is too high it can be felt at the shift knob. Reasons for 2nd load bumps can be: high drag torque, esp. in cold transmission high friction torque TF, losses in shift system clutch not 100% open Possible measures: low viscosity oil, low friction bearings reduced chamfer angle (blocking safety must be respected) reduced losses in shift system (low friction cable shift) > reduces input speed in free flight phase > oscillation of driveline > high friction in cable shift

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6. Functional Problems and Solutions

Shift Quality - clash

Clash occurs when the blocking safety is not given. In this case the sleeve moves towards the engagement ring before the speed difference has been synchronized.
blocking safety: T F > T Z shift force shift travel

TZ TF

clash event
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6. Functional Problems and Solutions

Shift Quality - clash

Clash occurs when the blocking safety is not given. In this case the sleeve moves towards the engagement ring before the speed difference has been synchronized. Reasons for clash can be: c.o.f. too low for design layout c.o.f. changes over lifetime oil viscosity too high at low temperature high wear Possible measures: increase blocking safety (chamfer angle, cone angle, friction lining) improve groove geometry (cold clash) improve c.o.f. increase in presynchronization (detent force) increase wear gap
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> degradation of lining or oil > cold clash > loss of wear gap

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6. Functional Problems and Solutions

Shift Quality - clash

A specific reason for clash can also be extreme wear and/or drop of c.o.f. due to an overheating of the friction rings Reasons for overheating can be: misuse (shifting against closed clutch, ...) insufficient design (e.g. too small clearance, ...) shift fork position decentralized Possible measures: instruction of drivers reduce tolerances for gear clearance install detent to center the sleeve to the hub

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6. Functional Problems and Solutions

Shift Quality - gear jump out

After the gear has been shifted the sleeve decouples from the engagement ring. Reasons for gear jump out can be: back taper angle too small tumbling of the sleeve due to run out failures at the connected parts

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6. Functional Problems and Solutions

Shift Quality - blocking of 1st- or R-gear

Gear cant be engaged when the vehicle is not moving Reasons for blocking of 1st- and R-gear: self-locking ( > tan) double engagement detent not released clutch not 100% open

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7. HOERBIGER Capabilities
7.1. Design & Development

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7.1. Design & Development

Strategic Target of HOERBIGER Product Development is

Technological Cost Leadership.

Under Technological Cost Leadership we assume the capability to simplify the overall synchronizer system to generate functional high-value synchronizer systems at costs below those of todays state of the art synchronizers The Technological Cost Leadership enables us to offer to our customers taylored system design with the best price-performance ratio. To achieve this ambitious target it is essential to posses fundamental knowledge on tribology, materials and production processes and to fully understand the requirements for function and durability of synchronizer components and systems, to apply suitable tools for calculations, simulations and design, to make use of relevant test rigs for validation of function and durability and to be able to assess shift quality by measurement and subjective evaluation.
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7.1. Design & Development

Development Tools
Development follows Stage-Gate Pocess

Simulation Testing

Tribology Design

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7.1. Design & Development

Development Tools
Concept Layout / Design System Layout Concept Definition Design Engineering Analysis of Functionality Optimization of existing Systems

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7.1. Design & Development

Development Tools
Modeling
modular model design efficient modeling adapted to vehicle environment dynamic 3-dimensional visualization

Simulation
statistical parameter variation parameter variation with DoE analysis of complex interactions and optimization of subsystems

Validation
check of characteristic values at components system validation by rig and vehicle measurements

Shift fork + Sleeve

Shift tube + Shift weight

Shift rope

Shift lever

Catch

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7.1. Design & Development

Development Tools
tribometer synchronizer test rig HOERBIGER -comp synchronizer test rig ZF SSP180 torsional and linear pulser transmission test rig drive train test rig in vehicle shift quality measurement

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7.1. Design & Development

HOERBIGER comp Synchronizer Test Rig

Inc. Angle Detector

Potentiometer

Hydraulic Cylinder

Oil Supply Shift Fork Center Shaft Synchro Unit Base Frame

El. Engine

Flywheel(s)

Oil Outlet

Measurement Device

Hoerbiger Antriebstechnik 1097RR

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7.1. Design & Development

HOERBIGER Shift Simulator

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7.2. Manufacturing

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7.2. Manufacturing
As a result of the efficient and flexible use of metal forming technology, machining, heat treatment, and friction lining production, HOERBIGER has efficient manufacturing technologies at its disposal - with sustainable cost advantages for the customer. Metal-forming and Machining
HOERBIGER employs powerful metal-forming presses and modern machining equipment to produce ready-to-install synchronizer components and systems. In-house tool & die design as well as automated production lines assure high quality standards. This consistently allows HOERBIGER to offer products with excellent features at an excellent cost-benefit ratio.

Heat treatment
Modern heat treating equipment assures high-quality as well as careful finishing of HOERBIGER synchronizer components.

Friction lining production (sintered and carbon linings)

HOERBIGER manufactures all sintered friction linings in-house. Moreover, HOERBIGER offers a wide range of specially developed carbon friction linings. Sintered and carbon friction linings are applied to the synchronizer rings in automated equipment. From highly complex components to complete ready-to-install systems:

HOERBIGER always offers customers outstanding products in the best quality at a balanced cost-benefit ratio.
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7.2. Manufacturing

Production Technologies - overview

Innovative products and systems through excellence in production and technology machining metal forming technology heat treatment friction material production and friction material bonding assembly testing technology We set standards through top quality and state-of-the-art technology.

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7.2. Manufacturing

Production Technologies for Sleeves + Engagment Rings

a unique combination of processes turning milling broaching chamfering back taper milling heat treatment washing

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7.2. Manufacturing

Production Technologies for Synchro Rings

complex components are produced in their final shape (net shape) deep drawing stamping fine blanking cold forming bending heat treatment

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7.2. Manufacturing

Production Technologies for Friction Linings

unique product portfolio manufacturing of sintered metallic linings manufacturing of carbon linings bonding of sintered and carbon linings

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7.2. Manufacturing

Assembly and Testing

pre-finished and fully-automatic for ready-to-install systems friction systems sleeve/hub systems complete synchronizer groups running-in functional testing

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8. HOERBIGER Product Portfolio

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8. HOERBIGER Product Portfolio

Synchronizer Systems
Most innovative and competent partner for synchronizer development Unique portfolio of development tools for simulation, testing & assessment First adress for solving of problems regarding shift comfort and reliability

HOERBIGER - Classic Line

The proven synchronizer for all applications

HOERBIGER - SKS Line

The synchronizer without blocking teeth 1 Cone System 1CS 2 Cone System 2CS 3 Cone System 3CS

1 Cone System 1CS 2 Cone System 2CS

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8. HOERBIGER Product Portfolio

Friction Systems
HOERBIGER - Classic Line
The proven synchronizer for all applications First in market with sheet metal formed friction systems In high volume series production since 1999 Best reliabilty for wide range of applications Problem solver in terms of shift quality, efficiency and durability 2 Cone System 2CS 3 Cone System 3CS with HS Sinter or HC Carbon Lining

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8. HOERBIGER Product Portfolio

Blocker Rings
HOERBIGER - Classic Line
The proven synchronizer for all applications Only HOERBIGER can offer Sinter and Carbon friction linings in sheet metal rings In high volume series production for MT and DCT applications for successful OEMS and gearbox manufacturers BRC with HC Carbon Lining BRC with HS Sinter Lining BRE with HS Sinter Lining Excellent quality records due to fully automated manufacturing lines Due to better wear resistance also as replacement for brass rings with molybdenum coating

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8. HOERBIGER Product Portfolio

Synchronizer Sleeves
HOERBIGER - Classic Line
The proven synchronizer for all applications HOERBIGER produces sleeves with an experience of more than 75 years Most modern production equipment has been developed exclusively with leading machine suppliers like Prwema In-house process chain including production of rolled blanks ensures optimal quality control High volume production in place at two production sites in Germany and one in China Quality in regards of spline error and chamfer angles as well as safety against cracks and breakage superior compared to sheet metal or powder metal sleeves

Sliding Sleeves from rolled blanks

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8. HOERBIGER Product Portfolio

Engagement Rings
HOERBIGER - Classic Line
The proven synchronizer for all applications HOERBIGER combines in-house know how on stamping and machining High volume production since decades Highest quality in regards of spline error and chamfer angles

Engagement Rings from stamped blanks

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9. Summary

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9. Summary

By supplying the synchronizer, HOERBIGER provides the central component of the transmission featuring interfaces to the output, the clutch and, by way of the gear shift, to the driver. The layout and design of the synchronizers play an essential role in how the driver experiences the gear shift. Long lasting experience is needed for the development of synchronizer components and systems. The vertical integration of all production steps ensures highest quality and cost effectivness. Close cooperation between HOERBIGER and its customers is required to achieve reliable and comfortable sychronizer solutions.

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Copyright by HOERBIGER Antriebstechnik GmbH (Germany), 2013. Any kind of use in part or in full provides HOERBIGER Antriebstechnik GmbH's prior written consent.

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