SYNCHROMESH COUPLING

1
@Autogurukul
SYNCHROMESH COUPLING

2
@Autogurukul
 Introduction
The modern cars use helical gears and synchromesh devices in
gearboxes, that synchronize the
rotation of gears that are about to be meshed
Its working is also similar to the constant mesh type, but in
the former there is one definite improvement over the latter
This is the provision of synchromesh device which avoids the
necessity of double declutching
The parts which ultimately are to be engaged are first
brought into frictional contact which equalizes their speed,
after which these may be engaged smoothly

Improved version over constant mesh

Gears are permanently in mesh

Dog teeth of gears are in permanent mesh with internal teeth of synchronizers

Speed of mating members are equalized before they actually engage due to taper
arrangement
@Autogurukul
 Introduction
• In a synchromesh gearbox, gears can freely
rotate or be locked to the shaft on which they
are carried
• The locking mechanism consists of a sliding
collar which bridges between two circular
rings with teeth on them
1. one travels with the gear
2. one with the shaft
• Sliding synchronizing units are provided to
equalize the speed of gear and dog before
meshing
• The device works like a friction clutch
• Equal speeds ensure smooth meshing
• Normally not used in reverse gear in
automobiles

@Autogurukul
 SYNCHRONIZERS
This type of gearbox is similar to the constant mesh
type in that all the gears on the main shaft are in
constant mesh with the corresponding gears on the lay
shaft.
The gears on the lay shaft are fixed to it while those on
the main shaft are free to rotate on the
same.
Its working is also similar to the constant mesh
type, but in the former there is one definite
improvement over the latter.
This is the provision of synchromesh device which
avoids the necessity of double-declutching.
The parts that ultimately are to be engaged are
first brought into frictional contact, which
equalizes their speed, after which these may be
engaged smoothly.

5
@Autogurukul
CONSTRUCTION

6
@Autogurukul
 CONSTRUCTION
► In figure A is the engine shaft, Gears B, C, D, E are
free on the main shaft and are always in mesh with
corresponding gears on the lay shaft.
► Thus all the gears on main shaft as well as on lay shaft
continue to rotate so long as shaft A is rotating.
► Members F1 and F2 are free to slide on splines on the
main shaft.
► G1 and G2 are ring shaped members having internal
teeth fit onto the external teeth members F1 and F2
respectively.
► K1 and K2 are dogteeth on B and D respectively and
these also fit onto the teeth of G1 and G2. S1 and S2 are
the forks.
► T1 and T2 are the balls supported by spring.
► These tend to prevent the sliding of members G1 (G2) on
F1 (F2).
► However when the force applied on G1 (G2) slides over
F1 (F2).
► These are usually six of these balls symmetrically
placed circumferentially in one synchromesh device.
M1, M2, N1, N2, P1, P2, R1, R2 are the frictional
surfaces.
@Autogurukul
 Gear synchronization phases
The synchronization process, with the sliding sleeve starting from a neutral position (central) and ending with a
full gear engagement, can be described in five steps, as depicted in the picture below.
The synchronization process is going to be described using the parameters:
F[N]–gearshift force
Δω [rad/s] – speed difference between gear wheel and synchronizer hub
Tf [Nm] – friction torque between the synchronizer ring and friction cone
Ti [Nm] – inertia torque of the input shaft, gears and clutch secondary mass

@Autogurukul
 Gear synchronization phases
Phase 1: Asynchronizing
Before the gearshift process starts, the sliding sleeve is held in the middle position by the locking elements. The gearshift force
generates the axial movement of the sliding sleeve, which pushes forward the synchronizer ring against the friction cone gear wheel.
The speed difference between the gear wheel and the synchronizer ring causes the rotation of the synchronizer ring.
Phase 2: Synchronizing (locking)
This is the main phase of the speed synchronization. The sliding sleeve is pushed further, which brings the internal splines (teeth) of
the sliding sleeve and the teeth of the synchronizer ring into contact. In this phase, the friction torque starts to counteract the inertia
torque and the speed difference starts to decrease.
Phase 3: Unlocking (turn back synchronizer ring)
The gearshift force is kept on the synchronizer ring through the locking elements and the sliding sleeve. When speed synchronization
has been achieved, the friction force is reduced to zero and the synchronizer ring is turn back slightly.
Phase 4: Meshing (turn synchronizer hub)
The sliding sleeve passes through the teeth of the synchronizer ring and comes into contact with the locking toothing of the gear
wheel.
Phase 5: Engaging (gear lock)
The sliding sleeve has completely moved into the locking toothing of the gear wheel. Back tapers at the teeth of the sliding sleeve and
the gear wheel locking toothing avoid decoupling under load.

@Autogurukul
 Gear synchronization phases
Phase 3: Unlocking (turn back synchronizer ring)
The gearshift force is kept on the synchronizer ring through the locking elements and the sliding sleeve. When speed synchronization
has been achieved, the friction force is reduced to zero and the synchronizer ring is turn back slightly.
Phase 4: Meshing (turn synchronizer hub)
The sliding sleeve passes through the teeth of the synchronizer ring and comes into contact with the locking toothing of the gear
wheel.
Phase 5: Engaging (gear lock)
The sliding sleeve has completely moved into the locking toothing of the gear wheel. Back tapers at the teeth of the sliding sleeve and
the gear wheel locking toothing avoid decoupling under load.

@Autogurukul
 Gear engagement position control
In the image below we can see how the position of the sliding sleeve is changing through the gearshift
process. The position is split in five phases:
1. Synchronizer approach
2. Synchronization
3. Gear engagement
4. Gear hold
5. Gear relax

@Autogurukul
 Gear engagement position control
In the image below we can see how the position of the sliding sleeve is changing through the gearshift
process. The position is split in five phases:
1. Synchronizer approach
2. Synchronization
3. Gear engagement
4. Gear hold
5. Gear relax

@Autogurukul
 Gear engagement position control
In the Synchronizer approach (A) state, the shift fork (sliding
sleeve) starts from a central position and starts to move towards
the synchronizer ring. When the position of the shift fork remains
constant (P1), after moving, it means that the synchronizer ring
has hit the friction cone of the gear wheel.
In this phase, the position (speed) of the shift fork is controlled
and not the gearshift force (pushing force). The shift force is
usually around 60 – 120 N.
After the contact between the synchronizer ring and friction cone
has been detected, the Synchrnozation (B) phase begins. In this
phase the position of the shift fork is constant and the pushing
force gradually increased. Due to the friction torque, the input
shaft starts to decelerate. The end of this phase is when the
speed of the input and output shafts are synchronized (P2).
The Gear engagement (C) phase begins when the shift fork starts to move again. In this phase the sliding sleeve
went through the synchronizer ring and starts to engage with the locking toothing of the gear wheel. The phase
ends when the sliding sleeve reaches the end position and can not move forward anymore.
In this phase is critical to have a precise position (speed) control of the shift fork. If it moves to fast, at the end of
the stroke it will smash in the gear wheel causing gear engagement noise and possible mechanical damage.
After the shift fork has reached the end position, the Gear hold (D) phase begins. In this phase a high pushing
force is maintained on the shift fork for a particular amount of time, in order to ensure that the engagement of the
gear is complete.
In the Gear relax (E) phase, there is no more force actuation on the shift fork and the gear is maintained in place
due to mechanical locking of the sliding sleeve with the gear wheel. @Autogurukul
 WORKING
For direct gear, member G1 and hence member F1 (through spring- loaded balls) is
slide towards left till cones M1 and M2 rub and friction makes their speed equal.

Further pushing the member G1 to left causes it to overdrive the balls and get
engaged with
dogs K1.

Now the drive to the main shaft is direct from B via F1 and the splines.

However, if member G1 is pushed too quickly so that there is not

► Then the drive to main shaft will be from B via U1, U2, C, F1 and splines.

► For first gear, G2 and F2 are moved towards left. The drive will be from B via
U1, U2, D, F2 and splines to the main shaft. For reverse gear, G2 and F2 are slid
towards right. `

► In this case the drive will be from B via U1, U2, U5, E, F2 and splines to the
main shaft.

@Autogurukul
Synchromesh clutch-disengaged and engaged

@Autogurukul
 Advantages
1. The synchromesh type of transmission has the big advantage of allowing smooth type and quick
shifting of gears without danger of damaging the gears and without necessity for double clutching.
2. The synchromesh gear is considered the most advanced and has been adopted in most cars.
3. Eliminates clashing of gears and make shifting easier.
4. Similar to constant mesh gear box but provided with a synchro mesh devised.
5. Engagement is done without noise or damaged to the dogs.
6. Higher life of components due to the absence of dynamic loads due to shift shocks

Disadvantages
1. It is expensive due to high manufacturing costs and more number of parts.
2. It is not capable enough to handle high loads.
3. Upon improper handling, it is easily prone to damage.
4. It could be affected by quick clutch disengagement on shifting.
5. Gears cannot be shifted while power is on i.e. declutching is required

@Autogurukul
 END

THANK YOU

@Autogurukul