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1、JSAE Review 24 (2003) 9397 Development of a new synchronizer with the lever mechanism Kenichi Satoha, Masanori Shintanib, Setsukazu Akaic, Kazuyoshi Hiraiwaa aKyowa Metal Works Co., Ltd, 17-4, Torihama-cho, Kanazawa-ku, Yokohama-shi, Kanagawa 236-0002, Japan bMitsubishi Motors Corporation, 1,Nakashi
2、nkiri, Hashime-cho, Okazaki-shi, Aichi 444-8501, Japan cMitsubishi Automotive Engineering Co., Ltd. 1, Nakashinkiri, Hashime-cho, Okazaki-shi, Aichi 444-8501, Japan Received 4 June 2002; received in revised form 22 July 2002 Abstract The BorgWarner style manual transmission synchronizer has been use
3、d for a long time, and the multi-cone synchronizer is also the same basic structure and movement structure as the BorgWarner style. We developed a new synchronizer called Lever synchronizer that inserts a lever between the sleeve, the synchronizer ring (hereafter described as ring) and the hub. Ther
4、e are two styles of lever synchronizers, the high performance style and the inverted style. Mass production of the inverted style started in Nov. 1999, and of the high performance style in May 2002. This paper introduces both styles, the detail and the outline of the development. r 2003 Society of A
5、utomotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. 1. The aim and structure of the lever synchronizer 1.1. High performance style The lever synchronizer style is a split circle shaped lever that is inserted between the sleeve and the ring, the hub and the sleeve push t
6、he ring with doubled force by the lever. Fundamental structure of the lever synchro- nizer is as shown in Fig. 1 1. Currently in the Borg- Warner style synchronizer, the sleeve pushes the ring directly, but in the lever synchronizer the lever is inserted between the sleeve and the ring, to increase
7、the pushing force for the ring to use the levers leverage eff ect, and to increase the synchronizing ability. The lever has a circular appearance from the front, and the lever is the upper point in force, the lower point is the fulcrum, and the middle point is the weight when seen from the side (Fig
8、. 3). Between the sleeve and the ring, it is necessary to transmit the pushing force for the shaft direction and baulk action during synchronization. There is a sloped surface on the sleeve that pushes the lever into position (Fig. 2). This sloped surface pushes the lever to the shaft position and f
9、orces it to the radius direction. The friction torque generated on the ring works the lever to expand the radius outside and to obstruct the sleeve progress. The sleeve slope and the top of the lever act as the spline chamfer for the Borg-Warner style. Two lugs are formed for shaft direction on the
10、circumference of the ring; these lugs are between the two levers. (Fig. 3) This causes the friction torque to work on the ring, and the lug separates these two levers and spreads them in the outside radius direction. As a result, the top of the lever pushes back the sleeve slope, to set up the slope
11、 angle to allow it to obstruct the sleeve progress. Accordingly, the sleeve keeps pushing the ring through the lever when friction torque works on the ring, and promotes the synchronization. The baulk action of Fig. 1. Technical illustration of the lever synchronizer. 0389-4304/03/$30.00 r 2003 Soci
12、ety of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. PII: S 0389 -4304(02 )0 0245-XJSAE20034014 friction torque will dissipate when the synchronization is complete, and the sleeve progresses to push the lever in the radius direction, and to engage with the clutch
13、 gear. At this time, the lever pushes to the inside, and the ring will rotate a little with the other gear. At this point, it is the same as the BorgWarner style. Accordingly, it will complicate the force transmit- tancebecauseoftheleverwork,butbasically the function and operation are the same as th
14、e BorgWarner style, the calculation method is also the same. In what we call the high performance style, the sleeve pushes the ring by doubled force on the lever. The high performance style allows us to get equal ability out of the multi-cone synchronizer and the single-cone synchronizer, allowing u
15、s to combine the multi-cone synchronizer and this lever, making it possible to design a higher quality than ever before. This will contribute to improve the operational feeling of the manual transmis- sion. The most unique characteristic of the high perfor- mance style is that it is possible to impr
16、ove the quality to combine the low friction material and to set up the larger lever ratio. In the BorgWarner style case, only the life will be longer using the low friction material, but in the lever synchronizer case, it will convert the low friction material non-wear quality to improve the synchro
17、nizers ability. The copper case metal friction material will have improved wear capacity. It is possible to improve the quality and increase the lever ratio. 1.2. Inverted style What we call the inverted style is geared towards developing the lever function. The mass production of the inverted style
18、 was initially applied to the fi fth position of the fi ve-speed transmission. To apply the inverted style, it is necessary to stroke the opposite side when the fi fth speed sleeve is shifted to the reverse side. Inverted style is shown in Fig. 4, the top of the lever engages with the groove formed
19、in the sleeve, and a slope is formed at both sides of the groove. When the sleeve progresses to the fi fth gear side, it is synchronizing with the fi fth gear the same as with the high performance style. In the opposite direction the sleeve progresses to the reverse side, synchronizing with the fi f
20、th gear. To engage with the reverse gear after synchronization with the fi fth gear, is the function of gear clash prevention when the car is stopped. The fulcrum of reverse position was formed at a diff erent point from the fulcrum to fi fth position, the point of the fulcrum and the weight replace
21、 each other, and the lower edge of the lever becomes the fulcrum and then pushes the ring. (Fig. 4(b). To push the top of the lever to fi fth position on the sleeve slope, and on the other side to push the top of the lever on the reverse shift, the friction torque worked for the ring to transmit to
22、the sleeves slope through the lever and to do the baulk action, which is the same as the high performance style. With the inverted style, it is possible to apply the shift pattern of the reverse shift and opposite side of the fi rst shift like a commercial vehicle. The characteristic of this inverte
23、d style is to be able to add the function of the gear clash prevention with reduced cost. Another merit is im- proved drag torque and reduced heat when the car is running at high speed, because it does not increase the wear the of friction surface. Fig. 2. Style of the high performance synchronizer
24、with a lever mechanism. Fig. 3. Schematic drawing of the lever activity. K. Satoh et al. / JSAE Review 24 (2003) 939794 2. Calculation of the synchronization The fundamentals of synchronization are the same as the BorgWarner style, and the current formula is applicable 2. Tcmeans cone torque, Timean
25、s revolving torque of the ring during the sleeve pushes the lever to the inside. Fig. 5 shows each parameter of the lever synchronizer. Tc L ? mc? Rc? F sin y ;1 Ti Rr? F tan a ;2 where F: push force of the sleeve, L: lever ratio, mc: friction coeffi cient of the cone surface, Rc: cone radius, y: co
26、ne angle, Rr: radius of the lug on synchronizer ring, a: angle of the slope on sleeve. If the Tc/Tiequal to the baulk ratio: BT, so it will BT L ? mc? Rc? tan a Rr? sin y :3 In fact, to calculate the synchronization to include the friction infl uence, basically the baulk ratio looked the same as the
27、 BorgWarner style. 3. The issues and counter measures on the development process The fi rst issue on the process is the practical use of the lever synchronizer, whether it eff ects the lever baulk action or not. The case of the present BorgWarner style, the sleeve progresses and then the key pushes
28、the ring lightly, and the ring works to index the fi rst friction torque and then begins the baulk action. The sleeve progresses from the place where the key begins to push the ring, and then the baulk action begins. Fig. 4. (a) Inverted style synchronizer with a lever mechanism in the case of 5th p
29、osition; (b) Inverted style synchronizer with a lever mechanism in the case of reverse position. Fig. 5. (a) Parameter of the synchronizer system (cross section); (b) Parameter of the synchronizer system (front view). K. Satoh et al. / JSAE Review 24 (2003) 939795 Theleversynchronizer,theplacewheret
30、he sleeve begins to push the ring through the lever, is the same as the sleeves baulk place. It is necessary to work baulk action at the point the sleeve begins to push the ring. Porsche style synchronizer is a similar case in the past. We performed tests using a real vehicle regarding this issue, a
31、nd the result is to confi rm the baulk action. Thereasontostudybaulkactionisthatthe BorgWarner style begins the baulk action after the ring rotates a little, but the case lever synchronizer always has the lever located at the baulk position. To explain the baulk action from the sleeve stroke basis (
32、described above), from the view of time basis, the BorgWarner style is basically the same as the lever synchronizer. 3.1. The development of 5-R style As mentioned above, the inverted style was the fi rst style to sell on the market, we also called it the 5-R style, because it had the gear crash pre
33、vention system. The layout of the synchronizer developed actually was the fi fth speed synchronizer installed to the input shaft side like the transmission for general FF cars. Regardingtheneedforinitialforcewhenthe synchronization starts, one theme is whether it needs a spring or not. This spring i
34、s to push the lever outside. Generally, it is necessary for the spring to spread over the lever to the outside because there will be situations that shift changes to fi fth or reverse position without rotating the input shaft. However we found after many kinds of experiments that this is not a probl
35、em without the spring, so we started the mass production with no spring. There was no trouble after the experiments to release the clutch for a long time at neutral position during the vehicle running, and then shift to the fi fth speed. The biggest issue regarding the spring is how the infl uence f
36、rom the centrifugal force aff ects the lever. The fi fth position is always working in synchroniza- tion during high-speed running, so in the case when the lever size is large, the infl uence from the centrifugal force acting on the lever cannot be ignored. After the synchronizing is completed, the
37、sleeve proceeds to push the lever inside, so the shift operation will become heavy due to the centrifugal force. This situation is conspic- uous at the slow shift feeling. Our fi rst practical use of the 5-R type is set up about 1.2 lever ratio on fi fth speed, and 481 angle of the sleeve slope, how
38、ever there is a problem that the operation force will become heavy on fi fth speed over 130km/h. In this counter measure, to decrease the push weight when the sleeve pushes the lever after completion, the angle of sleeve slope changes to a small degree. In other words, lever ratio of fi fth speed ch
39、ange of 1.5, and the angle of sleeve slope changes down to 351, resulting in a decrease of the infl uence of centrifugal force. Fig. 6 shows the relation- ship between the operation force and synchronized time. 3.2. The development of high performance style In the case of high performance style, the
40、 lever ratio was decided depending on the friction volume of the cone surface. Basically, the maximum lever ratio L was decided by the following formula: L A ? B ? C D ;4 where A: the sleeve stroke until the sleeve engages with the clutch gear, B: dimensional precision and allowance, C: diff erence
41、of thermal expansion between gear cone and the ring, D: allowance of friction volume. As C is the combination of the case of the steel cone and the copper alloy ring it should be applicable, but this neglects both steel cone and steel ring because it has no thermal expansion. In the case of the doub
42、le cone, it is possible to neglect this because the combination of steel and copper their thermal expansion diff erence counteract each other. It is possible to increase the lever ratio with the combination of the steel ring and low friction material. Though the high performance style is still in th
43、e process of development, we introduce the development situation of the copper alloy ring changes to the high performance style. Cone diameter: 86mm (single cone) Taper angle: 71. Lever ratio: 2. Fig. 7 shows the experimental results of synchronizer performance compared with the BorgWarner style and
44、theleversynchronizerduringdownshifting. Fig. 6. Relationship between the operation force and synchronized time (4th - 5th shift). K. Satoh et al. / JSAE Review 24 (2003) 939796 Furthermore, the fi gure demonstrates that the lever synchronizer has higher performance than BorgWarner style in the same
45、conditions. Defi nitely, it is a little improvement compared to the lever ratio under 0.4s synchronized time, but it is excellent improvement that the level is the same or a little bit more than the lever ratio, over 0.5s synchronized time. The reason depends on the chosen sample, so it needs more d
46、etailed analysis regarding the relation of lever ratio and ability improvement in the future. 4. Conclusion Though the lever synchronizer looks strange to the person who is familiar with the BorgWarner style synchronizer over the past 60 years, the lever synchro- nizer succeeded in practical use. Th
47、anks to everyone for their understanding and support it. In the future, we will continue to analyze more in depth, and we also expect the new development to be tried in combination with the new kind of friction material. Recently, the improvements of the automobile have been to reduce the fuel cost.
48、 We also eagerly anticipate the improvement of the handling ability. References 1 K. Hiraiwa, Synchronizing apparatus for transmission, U.S Patent No. 5,695,033. 2 H.Hoshino,Simulationonsynchronizationmechanismof transmission gearbox, Nissan Diesel Technical Review No. 59. Fig. 7. Synchronizer performance compared with BorgWarner style and Lever style (2nd-1st shift). K. Satoh et al. / JSAE Review 24 (2003) 939797