GF26.50-D-2002H Multiple Cone Synchronization Component Description
GF26.50-D-2002H Multiple Cone Synchronization Component Description
- Transmission 711.6
Shown: dual cone synchronization of 1st, 2nd gear on NSG 370
2 Main shaft
3 Countershaft
7 1st, 2nd gear multiple cone synchronization
8 3rd, 4th gear multiple cone synchronization
Location
The 1st, 2nd gear multiple cone synchronization is located on the main shaft and the 3rd, 4th gear multiple cone synchronization is located on the countershaft.
Task
High torque transfer and frequent shift work with shift force reduced simultaneously require powerful synchronization during the shift. The task of multiple cone synchronization is to bring the idler gears of gear 1, 2, 3 and 4 to synchronization with the associated shaft through dynamic friction in order to permit a faultless and silent shift.
Multiple cone synchronization in gears 1, 2, 3 and 4 meets these requirements and therefore offers the following advantages compared with "single cone synchronization" during the shift operation:
^ Faster synchronization
^ Greater shift comfort
^ Lower shift forces
Design of dual cone synchronization of 1st/2nd gear on NSG 370
2 Main shaft
9 1st gear idler gear
10 2nd gear idler gear
33 Cone ring
34 Friction ring
35 Synchronizer ring
36 Sliding sleeve
37 Synchronizer body
39 Needle roller bearing
40 Thrust piece
Design of triple cone synchronization on 2nd gear on NSG 400
2 Main shaft
9 1st gear idler gear
10 2nd gear idler gear
33 Cone ring
34 Friction ring
35 Synchronizer ring
36 Sliding sleeve
37 Synchronizer body
39 Needle roller bearing
40 Thrust piece
41 Friction lining
Dual cone synchronization is used for the synchronization on transmission variant New Manual Transmission 370 in gears 1 to 4 and on transmission variant New Manual Transmission 400 for gears 1, 3 and 4.
Function of dual cone synchronization, general
When the gear is not engaged the sliding sleeve is held on the synchronizer body by the thrust pieces. At the same time the idler gears of the gears run loose on the main shaft.
When shifting, the sliding sleeve is pushed by the shift fork towards the idler gear to be shifted. The 3 thrust pieces are pressed against the synchronizer ring. As a result they move this axially and press it against the beveled friction ring of the idler gear to be shifted.
As long as the sliding sleeve and idler gear to be shifted rotate at different speeds, a friction torque arises which twists the synchronizer ring until the 3 thrust pieces abut the side of its recesses.
As a result the blocking teeth are now located in front of the shift dogs of the sliding sleeve and block the displacement of the sliding sleeve. By dynamic friction between the friction ring, the synchronizer ring and the idler gear to be shifted the latter is accelerated or braked and thus synchronization is produced between the idler gear to be shifted and the sliding sleeve.
Once synchronization is produced between the idler gear to be shifted and the sliding sleeve, a circumferential force no longer acts on the synchronizer ring. It allows itself to be turned back by the bevels on the sliding sleeve claws. The sliding sleeve is therefore no longer locked and can be pushed over the shift teeth of the idler gear to be shifted. The connection between the main shaft and the idler gear to be shifted is made.
A triple cone synchronization is used for 2nd gear on the transmission variant NSG 400. An additional cone ring between the friction ring and synchronizer ring and a friction lining attached to the friction ring are the decisive components. The friction surfaces of the nested synchronizer rings are additive.
As a result the 1st gear idler gear and 2nd gear idler gear are braked or accelerated with less force.
Function of triple cone synchronization, general
When the gear is not engaged the sliding sleeve is held on the synchronizer body by the thrust pieces. The wheels of the gears run loose on the main shaft at the same time.
When shifting, the sliding sleeve is pushed by the shift fork towards the idler gear to be shifted. The 3 thrust pieces are pressed against the synchronizer ring. As a result they move this axially and press it against the beveled friction ring of the idler gear to be shifted.
As long as the sliding sleeve and idler gear to be shifted rotate at different speeds, a friction torque arises which twists the synchronizer ring until the 3 thrust pieces abut the side of its recesses As a result the blocking teeth are now located in front of the shift dogs of the sliding sleeve and block the displacement of the sliding sleeve.
By dynamic friction between the friction ring, the synchronizer ring and the idler gear to be shifted the latter is accelerated or braked and thus synchronization is produced between the idler gear to be shifted and the sliding sleeve.
Once synchronization is produced between the idler gear to be shifted and the sliding sleeve, a circumferential force no longer acts on the synchronizer ring. It allows itself to be turned back by the bevels on the sliding sleeve claws. The sliding sleeve is therefore no longer locked and can be pushed over the shift teeth of the idler gear to be shifted. The connection between the main shaft and the idler gear to be shifted is made.