1. Introduction
synchronizer, the shift gear is in engagement with each other to achieve synchronization means. During a gear shift, should be prepared so that the peripheral speed of the engagement of the engagement ring gear reaches equal to 
synchronizer, the synchronizer ring is carried by the tapered surface between the two friction gears, so slowing fast, slow accelerated. After achieving synchronization in order to make the engagement ring. Synchronization has pressure-type, inertia type, and other types of self-energizing type. Widely used in various forms inertial synchronizer.
2. Category
The synchronizer with a pressure-type synchronizer and inertial. Employed over all transmissions are synchronous inertial synchronizers, which mainly consists of sleeve, and so the synchronization lock ring, 
3, action
adjacent gear positions when conversion, steps should be taken to a different principle equally applicable to the case where the gear shifting movement, only the former to be joined to the ring gear and clutch rotational angular velocity consistent with the requirements, and the line speed of the gear meshing point of the latter to be joined uniform requirement, but is based on the principle is the same velocity analysis. The shifting operation of the transmission, in particular from high to low more complicated shifting operation, and it is easy to have an impact between the teeth of the gear teeth or splines. To simplify operation and to avoid impact between the teeth, may be disposed in the shift device synchronizer. Locking synchronization is to rely on friction to achieve synchronization, dedicated means provided thereon to ensure that the splines of the ring gear clutch engagement is unlikely to be contacted prior to synchronism is reached, thus avoiding an impact between the teeth.
4, the structure
Synchronization has pressure-type, inertial force type and the like by their own species.
locking synchronization structure
In the third gear when linked with the toggle fork 3 and drive sleeve 8 together with the slider 2 moves to the left. When the slider in surface contact with the left end surface 9 of the locking ring notch 12, and pushes the locking ring 9 is pressed to the gear 1, the inner tapered surface of the locking ring 9 is pressed against the outer tapered surface of the gear 1. Since the two tapered surfaces having a difference in rotational speed (n1> n9), so that a friction is generated on contact. I.e., a driven gear frictionally engaging the locking ring with respect to the sleeve advance through an angle, until the other side of the locking ring notch 12 of the slider 9, when in contact, the lock ring will rotate synchronously with the engaging sleeve. At this time, the teeth engaging teeth of the sleeve about the locking ring is shifted half a tooth thickness, so that the clutch teeth chamfered end face of the respective tooth ends of the lock ring chamfers can not be exactly into engagement conflicting.
When the transmission from the second gear shift into third gear (direct gear), sleeve 8 retreated from the second gear neutral, and a clutch gear 8 together with the locking ring 9 itself and in the contact the inertia of the moving parts of the series, continues to rotate in the original direction. Bevel angle of the locking force of the driver by the shift control for engaging the locking ring interplanting, on this method is to produce a pressure ramp is N. Normal force N can be decomposed into an axial force F1 and a tangential force F2. Tangential moment M2 is formed with a force F2 of the lock ring with respect to the sleeve rearwardly (indicated by the arrow M2) is trend rotated, torque is called dial ring. The axial force Fl 1 facing the gear ring 9 by the locking action of a friction cone (indicated by arrow M1) in the same direction with the rotational direction of the friction torque M1. This prevents friction torque M1 clutch locking ring relative rotation backwards. If the dial ring moment M2 is greater than the friction torque M1, the locking ring 9 can be retracted relative to the sleeve to turn at an angle so that both into engagement; if M2 <M1 (the side of the case as well as the slide lock ring gap barrier effect), both of the same relative position, into engagement impossible. In Synchronous DesignsWhen appropriately selected locking angle and the taper angle of the tapered surface friction, be able to ensure, prior to synchronization (n1 = n9) reached, the gear 1 is applied in the cut is always greater than the friction moment M1 is formed on the lock ring 9 of the force F2 dial ring moment M2, regardless of the driver by actuating the axial thrust applied in much the engagement sleeve, the clutch teeth into engagement with the end and not the end teeth of the locking ring is always conflicting.
9 pairs clutch lock the lock ring due to the effect of the friction caused by the moment M1. Because the effect of this friction torque and the locking ring 9 (and the sleeve 8 connected thereto, splined hub 7, and the entire vehicle transmission output shaft, etc.) and a gear (a transmission and a clutch portion and a portion connected thereto gear rotational inertia) related to the two parts, so that such synchronizers “inertial” type synchronizer.
5, the working principle
uses the full-synchronous transmission is an inertial synchronizers, which mainly consists of sleeve, synchronizer ring and other components, it is characterized by relying on friction synchronization. Sleeve, are chamfered synchronization (lock angle), the synchronizer ring of the ring gear to be engaged with the tapered outer cone friction contact with the lock ring and the ring gear of the gear to be engaged. Locking taper angle in the design have been made appropriately selected, so that the tapered surface friction sleeve to synchronize with the ring gear to be engaged, will produce a locking effect at the same time, to prevent the gears meshed in the preamble. When the synchronizer ring tapered surface to be engaged with the tapered surface in contact with the outer ring gear, under the action of the rotational speed of the gear friction torque rapidly decreases (or increases) to be equal to the synchronous speed lock ring, both synchronous rotation, with respect to the gear the synchronizer ring speed is zero, the moment of inertia and thus also disappear, then under the impetus of the biasing force, the clutch unhindered engagement with the synchronizer ring gear
, and further engage with the ring gear to be engaged while the gear shifting operation is completed.
three output shaft 6 and the gear ratio of gear teeth of the third gear input shaft 2 (z6 / z2) greater than the output shaft 5 and the fourth-gear gear teeth of the gear ratio of the input shaft 4 (z5 / z4 fourth gear ). Intermeshing relationship by the number of teeth of the speed gear of the transmission (n2 / n6 = z6 / z2, n4 / n5 = z5 / z4), can draw ratio of 2 6 with the gear speed of gear (n2 / n6) is greater than the fourth-gear gear ratio of the input shaft 5 and output shaft rotational speed of the fourth gear 4 (n4 / n5 ) conclusion. Three-speed gear output shaft 6 and the gear 5 and the rotational speed are the same (n6 = n5), so in the transmission process, the rotational speed of the gear 2 is always higher than the speed gear 4, i.e. n2gt; n4. When the transmission time of the low speed (third gear) Substitution high speed (fourth speed) from the first to step on the clutch pedal, disengage the clutch, the shift lever or the like followed by clutch 3 right into the neutral position. 3 and the sleeve 2 in freshly isolated gears the moment, the rotational speed is equal to two, i.e., n3 = n2. And n2gt; n4, which can be drawn n3gt; n4, i.e. engaging sleeve 3 is greater than the rotational speed conclusions 4 speed gear. Then immediately if the sliding sleeve 3 toward engagement ring gear 4, to fight tooth phenomenon occurs.
At this time, since the transmission is in neutral, there is no contact between the sleeve and the gear, and the clutch disk from the engine, so that each sleeve is gradually reduced in rotational speed gear. Since the gear with the gear, the output shaft, universal drive, drive axle, and the entire vehicle driving system together, high inertia, so n4 decreased slowly; only the clutch associated with the input shaft and the clutch disc, small inertia, it n3 decreased rapidly. Because the original is larger than n4 n3, n4 n3 fall off than get fast, so after a moment, there must n3 = n4 (synchronous) situation. In the best timing n3 = n4 of the right and the engagement sleeve engaging the fourth gear. Contact sleeve parts with a range of inertia is smaller, faster n3 decreased to reach the less required for time synchronization, and at the same speed difference, the impact force between teeth is small, and therefore rotation of the clutch portion Some inertia should be as small as possible.