The Schaeffler Group has developed a new generation of synchronizing rings with integrated lining. The difference from the original connection of the friction lining to the surface of the intermediate ring substrate is that the new method cuts the friction lining into separate standard friction units guided by the intermediate ring. It not only saves friction material, but also reduces weight, and significantly optimizes the friction effect for various applications.
The synchronizer system plays an important role in matching the speed of the vehicle's transmission components. During the shifting process, the sliding friction of the synchronizing ring is used to synchronize the spindles of different speeds until the torque transmission is ensured. Adding additives to the gearbox lubricant or carefully selecting the synchronizing ring friction surface material can ensure constant friction performance while reducing wear.
Whether it is a traditional synchronous ring made of copper or steel, it can meet the requirements of the friction surface and the load-bearing drive piece. Through a complex production process, a dispersed sintered coating, a molybdenum coating or a carbon coating is bonded to the base material to increase the friction of the friction surface.
Mr. Thomas Karais of the Schaeffler Group Synchronizer Development Division said, “The process of incorporating friction material onto the substrate greatly limits the range of materials available. So we have found a solution that can be used in the combination of available friction surfaces. Provides greater flexibility in dividing the friction lining into separate friction units guided by grooves in the synchronizing ring. These friction inner liners require less material, especially in the case of non-metallic materials. The weight of the entire ring is significantly reduced.
At the same time, on the one hand, the base material (for example steel instead of copper) can withstand higher mechanical stresses. On the other hand, a material having excellent friction characteristics can be used as the friction lining.
In theory, almost every material can be used as a friction lining, including dispersion-sintered coatings, molybdenum coatings or other composite materials that have been proven. The most suitable friction unit for the synchronization system includes non-metallic liners (e.g., various resins containing friction adjustment blocks) and copper alloy liners.
Another benefit is that the system can provide a standard lubricant system. Due to functional requirements, all synchronizer friction linings operate in a transmission lubricant environment. Typically the oil drain system consists of an oil sump or a fabric surface structure used to increase the frictional properties of conventional synchronizing rings. These features are no longer necessary in the new system because the friction pads are evenly spaced by the guiding grooves while at the same time ensuring effective cooling of the system.
Since the friction units are only held in a specific position rather than being clamped by the guiding grooves, they can better match the inner and outer ring friction surfaces. This means that the new synchronizing ring can allow for larger sync cone surface tolerances. It has been determined by INA engineers that, despite a small friction surface relative to the complete coating, similar frictional properties can be obtained with uniform contact pressure.
Finally, the use of friction pads of different materials can also combine different friction materials on the same ring. In other words, it is relatively easy to find application matching for different action attributes, which of course is inseparable from the support of computer simulation technology.
The synchronizer system plays an important role in matching the speed of the vehicle's transmission components. During the shifting process, the sliding friction of the synchronizing ring is used to synchronize the spindles of different speeds until the torque transmission is ensured. Adding additives to the gearbox lubricant or carefully selecting the synchronizing ring friction surface material can ensure constant friction performance while reducing wear.
Whether it is a traditional synchronous ring made of copper or steel, it can meet the requirements of the friction surface and the load-bearing drive piece. Through a complex production process, a dispersed sintered coating, a molybdenum coating or a carbon coating is bonded to the base material to increase the friction of the friction surface.
Mr. Thomas Karais of the Schaeffler Group Synchronizer Development Division said, “The process of incorporating friction material onto the substrate greatly limits the range of materials available. So we have found a solution that can be used in the combination of available friction surfaces. Provides greater flexibility in dividing the friction lining into separate friction units guided by grooves in the synchronizing ring. These friction inner liners require less material, especially in the case of non-metallic materials. The weight of the entire ring is significantly reduced.
At the same time, on the one hand, the base material (for example steel instead of copper) can withstand higher mechanical stresses. On the other hand, a material having excellent friction characteristics can be used as the friction lining.
In theory, almost every material can be used as a friction lining, including dispersion-sintered coatings, molybdenum coatings or other composite materials that have been proven. The most suitable friction unit for the synchronization system includes non-metallic liners (e.g., various resins containing friction adjustment blocks) and copper alloy liners.
Another benefit is that the system can provide a standard lubricant system. Due to functional requirements, all synchronizer friction linings operate in a transmission lubricant environment. Typically the oil drain system consists of an oil sump or a fabric surface structure used to increase the frictional properties of conventional synchronizing rings. These features are no longer necessary in the new system because the friction pads are evenly spaced by the guiding grooves while at the same time ensuring effective cooling of the system.
Since the friction units are only held in a specific position rather than being clamped by the guiding grooves, they can better match the inner and outer ring friction surfaces. This means that the new synchronizing ring can allow for larger sync cone surface tolerances. It has been determined by INA engineers that, despite a small friction surface relative to the complete coating, similar frictional properties can be obtained with uniform contact pressure.
Finally, the use of friction pads of different materials can also combine different friction materials on the same ring. In other words, it is relatively easy to find application matching for different action attributes, which of course is inseparable from the support of computer simulation technology.
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