Abstract: In a shifting device, for a power transmission having a sliding sleeve which is arranged on a transmission shaft and which can be brought into operative engagement with at least one corresponding clutch member and which is limited in its sliding movement by at least one stop structure, the stop structure is formed by a component, in relation to which the sliding sleeve, in its striking position, has some freedom of movement to avoid contact between the sleeve and the stop structure.

Abstract: The invention relates to a synchroniser ring (1) for a synchronisation device (2) of a shiftable change speed gear transmission including a conical ring member (3) having an inner friction surface (4) and an outer installation surface (5) which each bound the ring member (3) in a radial peripheral direction and extend conically around an axial synchroniser ring axis (6) of the synchroniser ring at a predeterminable friction angle (?). The ring member (3) is bounded in the axial direction at a largest conical diameter (d1) by a gear surface (7) with a gear (71) extending substantially perpendicular to the synchroniser ring axis (6) and is bounded at a smallest conical diameter (d2) by a hub surface (8). To fix the synchroniser ring in a cylindrical hollow space (9) of a synchroniser ring hub (10), a security against rotation (11) is provided which is integrally connected to the ring member (3) and extends from the gear surface (7) of the ring body (3) in the direction toward the hub surface (8).

Abstract: A clutch assembly is provided for use in a vehicle having an automatic transmission, the assembly including a clutch-apply piston and an integrated one-way clutch, dog clutch apply plate, and synchronizer clutch having a synchronizer plate and a rotating synchronizer cone. The clutch assembly is actuated by a clutch-apply piston configured to axially displace the dog clutch apply plate, thereby engaging the synchronizer plate with the rotating synchronizer cone to synchronize the respective speeds of the synchronizer plate and dog clutch apply plate during a gear shifting event. Upon speed synchronization, continued axial displacement of the clutch-apply piston completes engagement of the dog clutch apply plate to achieve a coast gear state. A return spring provides a return spring force for disengaging the clutch apply piston to permit selection of an alternate gear state during a subsequent gear shifting event.

Abstract: A synchronizing device of a manual transmission for synchronizing rotation speeds of a rotating shaft and a shift gear includes a gear clutch that rotates with the shift gear and a synchronizer assembly. The synchronizer assembly includes a synchronizer ring; at least one first ring, having a slanted surface, between the synchronizer ring and the gear clutch; and at least one second ring with a slanted surface that contacts the slanted surface of the first ring.

Abstract: A synchronizer ring assembly includes: a synchronizer ring formed with at least one inner peripheral portion; and a hub having an outer peripheral wall at a center of the hub. The synchronizer ring is arranged facing the hub and is coupled with the hub in a spigot manner with the inner peripheral portion of the synchronizer ring being in contact with the outer peripheral wall of the hub.

Abstract: A shift device includes a hub, a sleeve splined with the hub, a pair of speed gears located at both sides of the hub, and a pair of synchronizer rings arranged between the hub and the speed gears. Thrust pieces are respectively engageable with projections of the sleeve and movable in notch portions of the hub in an axial direction the shift device. The thrust pieces are formed with first slanted surfaces pressable on chamfers of the synchronizer rings and second slanted surfaces contactable with slanted surfaces of the hub. The thrust pieces engage and move together with the sleeve in the axial direction when the first slanted surfaces press the chamfers of the synchronizer ring and are disengaged from the sleeve before the splines of the sleeve and the speed gear are engaged.

Abstract: A synchronizer for first and second drives is provided which includes a first drive having a first fluid passage, a hub affixed with the first drive having a second fluid passage connected with the first fluid passage, a piston mounted on the hub forming a control volume between the piston and the hub, the control volume intersecting the second passage, the piston being responsive to fluid pressure within the control volume, a friction member rotated with the hub being moved by the piston and a friction surface rotating with the second drive member for engagement with the friction member to synchronize the first and second drives together, first teeth rotating with the hub being moved by the piston, and second teeth rotating with said second drive member.

Abstract: A synchronizing device for a manual transmission for synchronizing rotation speeds of a rotating shaft and a shift gear that includes in preferred aspects at least one first ring disposed on an exterior circumference of the rotating shaft and having an exterior sloped surface at its exterior circumference, at least one second ring disposed on an interior circumference of the shift gear and having an internal sloped surface contacting the exterior slope surface of the first ring, and an actuator unit applying an axial directional load to the at least one first ring or the at least one second ring.

Abstract: A transmission shift system comprising a synchronizing device for idler wheels, which can be actuated hydraulically and comprises at least one piston that can mesh with a selected idler wheel as the sliding sleeve. The piston can be displaced axially on a shaft via a hydraulic actuation and is non-rotatably connected with it, thus self-locking synchronization is provided.

Abstract: A manual planetary power transmission includes two planetary gearsets and three torque-transmitting synchronizer assemblies. Two of the synchronizer assemblies permit the control of one gear member of the planetary gearsets individually. The third synchronizer permits control of two of the planetary gear members individually or simultaneously. The three synchronizer assemblies are manipulable in combinations of three to provide six forward speed ratios and one reverse speed ratio in the planetary gearsets.

Abstract: A synchronizer for a transmission including: a synchronizer hub; a synchronizer sleeve slidable thereon to engage with a clutch gear, which is provided with sleeve spline teeth having sleeve chamfers; and a synchro ring having a plurality of pairs of synchro ring spline teeth each having a synchro ring chamfer for receiving one of the sleeve chamfers. The synchro ring chamfer has a leading edge offset from the center of each synchro ring spline tooth, so that a distance between the leading edges becomes greater than a distance between the centers of the synchro ring spline teeth in each of the pairs of the synchro ring spline teeth. Moreover, the sleeve spline teeth are provided on the synchronizer sleeve only in angular positions between the synchro ring spline teeth of each of the pairs.

Abstract: In a clutch unit, an engagement of a dog clutch can be restricted until a revolution of an input shaft and the revolution of an output shaft correspond to each other so as to be suitable for the engagement. The engagement can be effected when the revolution of the input shaft and the revolution of the output shaft have corresponded so as to be suitable for the engagement. Accordingly, the revolution of the input shaft and the revolution of the output shaft are speedily synchronized, and engagement shocks of the dog clutch can be accurately suppressed. Hence, it is possible to reliably transmit the torque to be transmitted from the driving source to the wheel side through the reduction mechanism.

Abstract: A multi-part synchronizing ring (1) of a synchronization device with an annular base body (2) and with at least one friction surface (19) on the base body (2), as well as with teeth (3) pointing outwards, has at least one driver element (4, 5), wherein the driver element (4, 5) is formed on an annular disk (6) separate from the base body (2).

Abstract: A powertrain includes a planetary gear arrangement, an engine, an input clutch, an input shaft, and an output shaft. The planetary gear arrangement includes a simple planetary gearset and a compound planetary gearset, each of which has connected therewith three synchronizer mechanisms. The synchronizer mechanisms are manipulated in various combinations to establish ten forward speed ratios and one reverse speed ratio between the input shaft and the output shaft.

Abstract: A drivetrain for a vehicle includes front and rear axles and a transfer case including two planetary gear sets and four clutches. The first member of the first planetary gear set is continuously connected with the first member of the second planetary gear set and the rear axle. The third member of the first planetary gear set is continuously connected to the second member of the second planetary gear set and the front axle through a transfer chain. An input is selectively connectable with the first member of the first planetary gear set through a first clutch, connectable with the second member of the first planetary gear set through a second clutch, and connectable with the third member of the first planetary gear set through a third clutch. A fourth clutch selectively connects the third member of the second planetary gear set with ground.

Abstract: A transfer case is provided for a vehicle having front and rear axles. The transfer case includes a planetary gear set with first, second and third members. The first member is continuously connected with the front axle and the second member is continuously connected with the rear axle. An input shaft is selectively connectable with the first, second or third member. The transfer case provides rear-wheel drive when the second member is connected with the input shaft, all-wheel drive when the third member is connected with the input shaft, and front-wheel drive when the first member is connected with the input shaft. It is important that the specific members of the planetary gear set be chosen so the absolute value of the torque of the third member is equal to the sum of the absolute value of the torques of the first and second members.

Abstract: A power transmission system is provided which can prevent a feeling of inertia travel due to torque transmission interruption occurring when a dog clutch is engaged to shift the speed position, without increasing the axial length of a transmission. An input shaft is connected to a prime mover via a main clutch. Gear pairs are formed by input and output gears arranged on the input shaft and output shafts, respectively. A dog clutch connects one of the gear pairs to the input or output shaft. An auxiliary shaft is connected to the prime mover. Transmission paths are formed on the auxiliary shaft for transmitting the driving force of the prime mover to the output shaft at different gear ratios. In shifting the speed position, an assist clutch supplies the driving force to the output shaft via the auxiliary shaft and a selected transmission path.

Abstract: A clutch body (6) for a gear-shifting and synchronizing device is provided, in particular for motor-vehicle transmissions. The clutch body has a clutch disk (1) and a conical ring (5), wherein the clutch disk (1) is rotationally fixed to a gear wheel and has on its outer circumference a toothed section (7), which can be coupled to a counter-section of a sliding sleeve rotationally fixed to a transmission shaft, wherein the clutch disk (1) is produced from several parts (2, 2a, 3, 3a, or 4) and the parts (2, 2a, 3, 3a, or 4) are connected to each other.

Abstract: A synchronizer clutch assembly includes an input driver member having a shift collar disposed thereon. A plurality of driven members are included in the synchronizer assembly and are operatively connected by the shift collar to provide at least three drive paths from the input driver member to one or more of the output driven members.

Abstract: The synchronizer apparatus have a hub set on the shaft, a sleeve supported at the outside of the hub and engaged together, a sift gear with a clutch gear engageable with the sleeve, a synchronizer ring with friction surface, the lever members multiplying a force from the sleeve by using leverage and transmitting its multiplied force to the synchronizer ring. The lever members are disposed in a cut-off portions of the hub. Therefore, the apparatus become compact, eliminating a space for setting the lever members, and minimize the effect on a shift operation force, for the lever members are formed slmall to reduce the centrifugal force acting on them.

Abstract: A double-acting baulkring-type synchronizer (18) includes fiction surfaces (24,48 and 26,50) and jaw teeth and jaw teeth (28,54,30,56) for synchronizing and positively connecting forward and reverse gears (14,16) to a shaft (12). Initial engaging movement of a shift sleeve (34) from a neutral position activates pre-energizers (52 or 100) effect engagement of the friction surfaces for engaging blocker surfaces (44a,54a,46a,56a) that prevent asynchronous engagement of the jaw teeth. The pre-energizers include clearances and centering forces to prevent momentary engagement of the friction surfaces associated with the reverse gear and the forward gear when the shift sleeve is moved back to the neutral position from a position of engaged the jaw teeth (28,54 or 30,56) associated respectively with the forward and reverse gears.

Abstract: In a synchronizing device (22) for shift clutches, specially of selector transmissions (2) for motor vehicles, having at least one pair of wheels of which the gearwheel coaxial with a sliding sleeve (28) has a clutch body (46) with outer tooth (48) which by axial displacement of the sliding sleeve (28), non-rotatably connected with a shaft (8) via a synchronizer body (24) and having an inner tooth (26), can be switched in and off the power flow.

Abstract: The synchronizer for a manual transmission ensures a spline-aligned during the coupling of the sleeve to the clutch gear. This prevents collision between the sleeve and the clutch gear and improves shifting motion.

Abstract: A method for forming a transmission synchronizer friction surface includes the steps of forming a woven substrate fabric, oxidizing the substrate fabric, carbonizing the substrate fabric, densifying the carbonized substrate fabric, burnishing the densified carbonized substrate fabric, applying a thermoset adhesive to the burnished substrate fabric, and heating and pressing the piece of fabric against a conical surface of a synchronizer element. To form the fabric, yarn is formed of chopped substrate fibers, and the yarn is woven to form the woven substrate fabric. Densification is increased by extending a period of time of chemical vapor deposition to achieve a weight in an unburnished condition of at least 16 ounces per square yard for a thickness range of approximately 40 to 50 mils. Both sides of the substrate fabric are burnished. The material is pressed against the conical surface under a high pressure of at least 2000 psi to achieve the desired bonding of the substrate fabric to the conical surface.

Abstract: The invention relates to a clutch mechanism of the type constituted by a toothed wheel (3) driven by an endless screw (12), this wheel (3) being securable to a driven shaft (15) by means of two friction cones (5) disposed coaxially to the axial bore of the toothed wheel (3), and coacting, under the action of a control device (7, 13), with conical contact areas on the wheel (3).

Abstract: A baulkring-type synchronizer (18) includes multiple cone friction surfaces (28a, 36a 32a 36b and 30a, 38a, 34a, 38b) and jaw clutch spline teeth (26a, 20a, 22a) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). Inner rings 32, 34 respectively define the friction surfaces (32a, 34a) and ramp surfaces (32b, 34b) that move a boost member 42 radially outward to engage self-energizing surfaces (44c, 26g and 44d, 26f) to provide additive self-energizing forces in response to limited rotation of the inner rings by synchronizing torque.

Abstract: An arrangement of non-machined sheet metal synchronizer rings (1, 6, 10, 18, 19, 21) is provided, the outer synchronizer rings (1, 6, 10, 19) of which are provided a radial, outwardly projecting gear ring and a radial, outwardly directed flange (3).

Abstract: A synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) for frictionally synchronizing gears (14,16) to a shaft (12), and jaw clutch teeth (28,30) engagable with jaw teeth (36a,36b) defined on a shift sleeve (34) for positive connecting the gears to the shaft. A plurality of self-energizing/blocker members (62) transmit shift force applied to the shift sleeve and self-energizing force to friction rings (40,42) via blocker surfaces (44r,44s,44p,44q) defined by blocker members (44) that have opposite ends (44c,44d) attached to the friction rings. The blocker members also disengage the friction surfaces of one cone clutch prior to engagement of to the friction surfaces of the other cone.

Abstract: In a synchronizing device (22) for shift clutches, specially of selector transmissions (2) for motor vehicles, having at least one pair of wheels of which the gearwheel coaxial with a sliding sleeve (28) has a clutch body (46) with outer tooth (48) which by axial displacement of the sliding sleeve (28), non-rotatably connected with a shaft (8) via a synchronizer body (24) and having an inner tooth (26), can be switched in and off the power flow.

Abstract: Synchronizing device in a motor vehicle gearbox, comprising a synchronizer hub (1), an engaging sleeve (2) non-rotatably but axially displaceably mounted on the hub, an outer and an inner synchronizing ring (8a, 13) on one side of the hub and a single synchronizing ring (8b) on the other side of the hub. The engaging sleeve has first, and second groups of internal teeth (4a, 4b), each group being divided into three sets of teeth and each set in one group adjoining a set in the other group. The outer synchronizing ring has three sets of blocker teeth (9a) facing the engaging sleeve teeth (4a) of the sets of the first group and lacks teeth in intermediate areas (19a), while said single synchronizing ring (8b) has three sets of blocker teeth (9b) facing the engaging sleeve teeth (4b) of the sets of the second group and lack teeth in intermediate areas (19b).

Abstract: A synchronizing ring (1, 8, 13) having a substantially cone-shaped annular body (2, 10, 14, 21) is made by shaping out of sheet metal and is provided on its end section (2b) having the small cone-diameter, with stops (5, 6, 7) that extend in radial direction beyond the contour of the outer peripheral surface of the annular body (2, 10, 12, 14).

Abstract: There are provided a synchronizing system which synchronizes two relatively rotating rotary bodies with each other by frictional forces generated between friction discs, such that a larger torque can be transmitted between the rotary bodies as an input torque becomes larger, and a transmission torque control device for the synchronizing system. In order to transmit torque between an input shaft and a gear member, the synchronizing system which connects the input shaft and the gear member with each other while synchronizing them urges a blocking ring toward the gear member by using a synchronizing spring, when a sleeve is caused to slide toward the blocking ring by an actuator.

Abstract: In a method of detecting the operating state of a friction clutch which may be engaged and disengaged axially, as a result of being triggered by an actuation, an engagement point is determined from the parameters clutch engagement travel and associated clutch torque and/or associated clutch rotational speed, and its associated engagement travel is stored. In a method step independent of the actuations, a permissible maximum value of the engagement travel is stored. In a method step triggered by an actuation, a comparison is performed in which the engagement travel of the engagement point is compared with the permissible maximum engagement travel. In a method step which necessarily follows the method step relating to the comparison, if the engagement travel of the engagement point is greater than the permissible maximum engagement travel, a signal is displayed in order to be able to perform repairs.

Abstract: Spline teeth 66 formed in the inner periphery of a sleeve 45 slidably supported on a hub 63 fixed to a rotation shaft each comprise a projecting portion 66a constituted by a first inclined surface &agr;, a flat surface &ggr; and a second inclined surface &bgr;, and these projecting portions 66a bias a blocking ring via a synchro-spring 71 in an axial direction to thereby generte a synchronizing load between the sleeve 45 and a gear 37. Immediately before the projecting portions 66a of the spline teeth 66 of the sleeve 45 moving rightward mesh with dog teeth 37a of the gear 37, the second inclined surfaces &bgr; of the projecting portions 66a move and ride on the synchro-spring 71 so as to gradually reduce a pressing force axially applied to the blocking ring 67, thereby making it possible to provide a smooth mesh engagement between the spline teeth 66 of the sleeve 45 and the dog teeth 37a of the gear 37.

Abstract: A double acting synchronizer (18) includes cone clutch friction surfaces (24,40a and 26,42a) and jaw clutch teeth (28,38b and 30,38c) for frictionally synchronizing and positively connecting gears (14,16) to a shaft (12), and a plurality of integrated self-energizing/pre-energizing/blocker assemblies (44).

Abstract: A baulkring-type synchronizer (18) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). The synchronizer includes a cone clutch surfaces (24,48) and (26,50) which are engaged by an operator shift force and limit means (54,56) producing a counter force for decreasing the amount of operator shift force transmitted to cone clutch friction surfaces in response to the synchronizing torque exceeding a predetermined amount.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b, 28 and 36c, 30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A plurality of rigid members (72) is drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (71a, 71b,73a, 73b) on self-energizing members (70,72) mounted on an outer circumference of a hub 32 affixed to the shaft (12). A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift: force (Fo) and an additive force (Fa) provided by the self-energizing ramp surfaces. Both forces (Fo and Fa) react against the blocker teeth to engage the friction surfaces. The self-energizing members (70,72) are slidable relative to the hub and are axially centered resiliently on the hub by detent assemblies (76,78).

Abstract: Synchronizing device in a gearbox with double synchronization. The torque is transmitted between the inner and the outer synchronizing ring (11 and 12, respectively) by means of a driver disc (20), which is made with radial driver fingers (22, 23), which engage in notches in the respective synchronizing ring. The driver fingers (22) for the outer synchronizing ring (12) are axially bent out and are received in notches (26) in a guide sleeve in order to save axial space.

Abstract: The synchronizing mechanism for shift clutch of mechanical transmissions in motor vehicles has one sliding sleeve with meshing teeth and one clutch with meshing teeth. The half angles a1, a2; b1, b2 of the ridge edges 5, 5′; 6, 6′ and the ridge edges of the meshing teeth of the sliding sleeve and of the clutch are disposed asymmetrically relative to the respective tooth central axes 3, 3′; 4, 4′.

Abstract: A baulkring-type synchronizer (18) includes multiple cone friction surfaces (28a, 36a 32a 36b and 30a, 38a, 34a, 38b) and jaw clutch spline teeth (26a, 20a, 22a) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). Inner rings 32, 34 respectively define the friction surfaces (32a, 34a) and ramp surfaces (32b, 34b) that move a boost member 42 radially outward to engage self-energizing surfaces (44c, 26g and 44d, 26f) to provide additive self-energizing forces in response to limited rotation of the inner rings by synchronizing torque.

Abstract: In a method of detecting the operating state of a friction clutch which may be engaged and disengaged axially, as a result of being triggered by an actuation, an engagement point is determined from the parameters clutch engagement travel and associated clutch torque and/or associated clutch rotational speed, and its associated engagement travel is stored. In a method step independent of the actuations, a permissible maximum value of the engagement travel is stored. In a method step triggered by an actuation, a comparison is performed in which the engagement travel of the engagement point is compared with the permissible maximum engagement travel. In a method step which necessarily follows the method step relating to the comparison, if the engagement travel of the engagement point is greater than the permissible maximum engagement travel, a signal is displayed in order to be able to perform repairs.

Abstract: There are provided a synchronizing system which synchronizes two relatively rotating rotary bodies with each other by frictional forces generated between friction discs, such that a larger torque can be transmitted between the rotary bodies as an input torque becomes larger, and a transmission torque control device for the synchronizing system. In order to transmit torque between an input shaft and a gear member, the synchronizing system which connects the input shaft and the gear member with each other while synchronizing them urges a blocking ring toward the gear member by using a synchronizing spring, when a sleeve is caused to slide toward the blocking ring by an actuator.

Abstract: The invention relates to a synchronizer clutch (1) comprising a sliding sleeve (17) with selector teeth (19), two synchronizing rings (28, 29) with locking teeth (30, 31) and friction surfaces (24, 25) situated on both sides of the sliding sleeve (17) and rotatable around a limited rotation angle, and two clutch bodies (20, 21) with coupling teeth (22, 23) and counter friction surfaces (26, 27) interacting with the synchronizing rings (28, 29) wherein the sliding sleeve (17) is constantly connected with a transmission element (3) by a sleeve guide (3) so as to be torsionally resistant and, when engaged, is connected with one of the clutch bodies (20, 21) with positive fit by the selector teeth (19) and the coupling teeth (22, 23).

Abstract: To guide it in the circumferential directions, a clutch tooth of a selector sleeve of a gear wheel clutch for coupling a gear wheel to its shaft has two central guide faces and additional guide faces on its ends.

Abstract: A baulkring-type synchronizer (18) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). The synchronizer includes a cone clutch surfaces (24,48) and (26,50) which are engaged by an operator shift force and limit means (54,56) producing a counter force for decreasing the amount of operator shift force transmitted to cone clutch friction surfaces in response to the synchronizing torque exceeding a predetermined amount.

Abstract: A baulkring-type synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) and jaw clutch teeth (36b,28 and 36c,30) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). A plurality of rigid members (72) is drivingly interposed between blocker teeth (44,46) affixed to baulkrings (40,42) and self-energizing ramp surfaces (71a, 71b, 73a, 73b) on self-energizing members (70,72) mounted on an outer circumference of a hub 32 affixed to the shaft (12). A shift sleeve (34) is slidably splined to the hub (32) and is moved by an operator shift force (Fo) and an additive force (Fa) provided by the self-energizing ramp surfaces. Both forces (Fo and Fa) react against the blocker teeth to engage the friction surfaces. The self-energizing members (70,72) are slidable relative to the hub and are axially centered resiliently on the hub by detent assemblies (76,78).

Abstract: The invention concerns a clutch (1) comprising a sliding sleeve (17) with selector teeth (19), two synchronizing rings (28, 29) situated on either side of the sliding sleeve (17) with locking teeth (30, 31) and friction surface (24, 25) which can be turned about a limited rotation angle in relation to the sliding sleeve (17) and two clutch bodies (20, 21) with clutch teeth (22, 23) and counter friction surface (26, 27), the clutch bodies (20, 21) interacting with the synchronizing rings (28, 29) wherein the sliding sleeve (17) is constantly connected with a gear element (3) in a way torsionally resistant and when engaged is connected to one of the clutch bodies (20, 21) via the selector teeth (19) and the clutch teeth (22, 23) with positive fit.

Abstract: A synchronizer for a manual transmission comprises a clutch hub rotated along with an input shaft, a clutch sleeve assembled for performing rotation with the clutch hub to move toward the input shaft and a synchronizer ring formed for meshing with the clutch sleeve when the clutch sleeve moves to be synchronized with driving gears by friction, synchro-lever formed with an upper portion thereof closely attached to a groove of the clutch sleeve and a lower portion thereof positioned at the lateral surface of the clutch hub when its portion is accommodated into a key slot of the clutch hub to thereby occur a synchronizing operation with the driving gear by pushing the synchronizing ring positioned at one side thereof when tilted clockwise or counter-clockwise by being caught on the clutch hub in moving toward the input shaft, and an accommodating part formed as a space among the clutch hub, the synchronizer ring and the driving gear for letting the synchro-lever rotate at a predetermined angle to get a portion t

Abstract: A sliding sleeve of a synchronizer assembly for manual transmissions, said sliding sleeve having a sleeve body made by a non-chipping shaping procedure which sliding sleeve receives a gearshift fork guide on an outer peripheral surface and has a toothing extending in a direction of a central longitudinal axis of the sleeve body on an inner peripheral surface wherein the sleeve body is made as a one-piece component of sheet metal by a non-chipping shaping procedure.

Abstract: A synchronizer element for use in a synchronizing device of a manual transmission, includes a hub secured in fixed rotative engagement on a gearshaft, and a guide member fixedly secured to the hub and having a splined outer circumference formed with at least one pocket for receiving a loading member and in mesh with a shift sleeve moveable between axially spaced pinion gears rotatably supported on the shaft. The synchronizer element is made of two separate parts which are so joined together as to form pockets for thrust members which are held captive and guided in the pockets.