Abstract: A coupling assembly 10 which selectively causes a primary mass or flywheel 20 be engaged or be coupled to a crankshaft 18 as a transmission gear assembly 23 moves from a first gear position to a second gear position and which further selectively causes the primary mass or flywheel 20 to be disengaged or disconnected from the crankshaft 18 as the vehicle is accelerated from an idle state, effective to decrease or substantially eliminate acceleration lag.

Abstract: A mesh type automatic transmission is equipped with a plurality of shift gears arranged to rotate freely to an output shaft for providing driving force to the wheels. Cogged clutches 12, 15 engage with the output shaft. Counter shift gears corresponding to each speed are fixed to a counter shaft rotated by the rotation of an input shaft and mesh with the shift gears for performing automatic shifting by controlling engagement of one of the cogged clutches with the voluntary shift gears determined from the accelerator command value and the vehicle speed. An assist mechanism transmits rotational force of the input shaft to the output shaft via the assist shaft which rotates from the rotation of the counter shaft when no cogged clutch of the plurality of cogged clutches is engaged with any of the plurality of shift gears occurring during switching when an engaged cogged clutch of the plurality of cogged clutches is disengaged and one of the cogged clutch of the plurality of cogged clutches is to be engaged.

Abstract: For locking individual gears, a “rod-type” locking element is provided which extends in the axial direction over several operating elements and which, in the individual possible transmission shifting positions, in each case, engages with some of the existing operating elements. When one of the operating elements is shifted out of its neutral position into a shifting position, the locking rod is brought into a locking engagement with at least some of the existing operating elements.

Abstract: A dual synchronization system of a manual transmission constructed in the dual set of a plurality of keys to be attached to the internal side of a synchronizer sleeve by a synchronizer ring, first and second key sets being positioned apart at a predetermined degree of angle along the circumferential direction of a synchronizer ring, wherein the first key set attaching the synchronizer ring close to a clutch gear at the initiation of synchronization and the second key set pushing the synchronizer ring close to the clutch gear after the completion of synchronization, thereby continuously maintaining the frictional force between the synchronizer ring and the clutch gear to achieve stable shifting feelings.

Abstract: A shaft clutch which may be designed as a dog clutch. In order to save axial construction space, the two end regions of the dog clutch are utilized for the transmission of torque from the shaft to the motor vehicle transmission member to be coupled. The middle region between the two end regions has solely the function of axial fixing during torque transmission and can be made correspondingly short axially.

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: An automatic transmission system has a switching mechanism for switching a plurality of shift gears and a sub-clutch by which transfer torque is controlled while being transferred from an input shaft to an output shaft. An actual deceleration speed is calculated based on an engine speed. Calculated next, based on an engine torque, is a target deceleration speed at which an output torque generated during upshifting is almost equal to an output torque generated after the upshifting. The transfer torque is controlled by feedback control so that the actual deceleration speed reaches the target deceleration speed.

Abstract: A transmission, by means of inserting an electric motor between a couple of clutch shafts of twin-clutch type automatic transmission and controlling the torque and speed of the electric motor, establishing a smooth and efficient gear shifting control as well as enable to realize a creep control, idling stop starting control, R-to-D, D-to-R selecting control.

Abstract: An automated twin-clutch multi-speed transmission is disclosed which functions to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: An automated twin-clutch multi-speed transmission is disclosed for use in a four-wheel drive vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, a mainshaft, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the mainshaft.

Abstract: In an longitudinal type automatic transmission having an input shaft having driving gears, an output shaft having driven gears that are engaged with the driving gears to constitute transmission gear trains, and changeover mechanisms for selecting into a transmission gear train for transmitting a power, the automatic transmission is constructed to have the input shaft, the output shaft, and a driving shaft coupled to a final reduction gear, and has a bypass clutch that is arranged over the final reduction gear to transmit a torque to the output shaft while executing the control in a shifting operation and a start clutch for coupling or decoupling an engine and the input shaft. An oil pump for driving the start clutch and the bypass clutch is arranged over the final reduction gear and near the bypass clutch.

Abstract: A reverse shift device of a manual transmission is disclosed to reduce the total length of the transmission, improve shift feeling and decrease noise by excluding a reverse idler gear that rotates, while being meshed between input and output axles, the device comprising: an idle axle fixed at a shift case; and an idle synchronizer installed at the idle axle for switching a state of conveying the rotational force of an input axle to an output axle at the time of forward-reverse shifts.

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: An automatic transmission having gear trains provided between an input shaft and an output shaft, the gear trains including drive gears mounted on the input shaft and driven gears mounted on the output shaft, includes a start clutch provided between a crankshaft of an engine and the input shaft for transmitting or shutting off an engine power from a crankshaft of the engine to the input shaft, a changeover mechanism for selecting a desired gear train through which power is transmitted from a plurality of gear trains, two bypass clutches, one is provided between third gear transmission gear trains and another is provided between sixth gear transmission gear trains for transmitting a different torque from the input shaft to the output shaft respectively, on gearshiftings and a bypass clutch control means for selecting at least one desired bypass clutch through which power is transmitted.

Abstract: A light-weight transfer case is provided for implementation with a four-wheel drive vehicle. The light-weight transfer case includes a single-piece housing formed through either a lost-foam magnesium or die cast process. First and second output shafts are included which are formed from single-piece tubing through either a hydro-forming or swaging process. The first and second output shafts are lighter weight and maintain increased strength over traditional transfer case output shafts. A gear reduction unit is also included for establishing high, low and neutral speeds of the first and second output shafts. Furthermore, a mode selection device is included for selectively providing drive to either a single output shaft, in a two-wheel drive mode, or both the first and second output shafts, in a four-wheel drive mode.

Abstract: In a change-speed gearbox with gear wheel clutches without synchronizing elements, a synchronizing gear mechanism is provided to accelerate or decelerate the input shaft to the respective synchronous speed of the new gear.

Abstract: An automated twin-clutch multi-speed transmission adapted to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch establishing a releasable drive connection between the engine and a first input shaft, a second engine clutch establishing a releasable drive connection between the engine and a second input shaft, an output shaft connected to the driveline, and power-operated dog clutches for selectively engaging constant-mesh gearsets. A transmission controller coordinates actuation of the first and second engine clutches and the power-operated dog clutches to permit non-power interrupted (“powershift”) sequential gear changes automatically without input from the vehicle operator.

Abstract: An improved synchronizer uses a friction element to induce a frictional torque to rotating gear and collar elements. The rotational speeds of the gear and collar elements are electronically monitored by a transmission control unit. When the transmission control unit has determined that the rotational speeds of the gear and the collar are equalized, another control drives the collar to engage the gear.

Abstract: An automated twin-clutch multi-speed transmission adapted to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: A self-energizing synchronizer (10) of the pin-type, double-acting with friction rings (22, 36 and 24, 38), jaw clutches (26, 28) engagable with jaw clutches (30b, 30c) defined by an annular member (30), three circumferentially spaced pins (40) including blocker shoulders for preventing asynchronous engagement of the jaw clutches, pre-energizer assemblies (42) to ensure initial engagement of the friction rings and blocker shoulders in response to initial engaging movement of a shift flange (32), and self-energizing producing an additive axial force (Fa) in response to cams (50b, 50c, 20e, 20f) and ramp (48e, 48f, 48g, 48h) reacting synchronizing torque. The ramps are defined by an H-shaped link (48) and the flange is axially secured to the annular member abutments (52, 54).

Abstract: An automated twin-clutch multi-speed transmission is disclosed for use in a four-wheel drive vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, a mainshaft, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the mainshaft.

Abstract: An automated twin-clutch multi-speed transmission is disclosed which functions to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: An automated twin-clutch multi-speed transmission is disclosed which functions to transfer power from the engine to one or more drivelines of a motor vehicle. The transmission includes a first engine clutch operable to establish a releasable drive connection between the engine and a first input shaft, a first motor/generator connected to the first input shaft, a second engine clutch operable to establish a releasable drive connection between the engine and a second input shaft, a second motor/generator connected to the second input shaft, an output shaft adapted to transfer power to the driveline, and a geartrain for selectively establishing a plurality of forward and reverse speed ratio drive connections between the input shafts and the output shaft.

Abstract: The deterioration of comfortableness is prevented by suppressing the shifting of a timing for releasing a claw clutch due to a change in the characteristic of a friction clutch or the like at the time of torque transmission switching from the claw clutch to the friction clutch during speed changing. A start timing for releasing the claw clutch is learned by learning control means including learning determination provided to determine a state of the released claw clutch, and learning operation means provided to learn are leasing start. Even when a characteristic change occurs because of a change with time, such as the response delay of an assist clutch or the like, each optimal releasing control timing is learned by the claw clutch learning control means.

Abstract: At the time of a gear stage change in a synchronous mesh automatic transmission, the transmission performs an automatic speed change with a speed change position control that utilizes a shift select actuator. The transmission is provided with a speed sensor for detecting rotational speeds of input and output shafts so as to detect the operating state of the synchronizer at the time of the gear stage change. A rotational synchronization starting shift position controlled by the shift actuator is detected and learned by a shift position sensor. The synchronization starting shift position is learned by the shift position sensor using a relationship of rotational speeds of the input and output shafts of the transmission under the shift control, and the shift position control is carried out, effecting improved durability of the synchronizer, and speedy shift control without gear noise.

Abstract: A control apparatus of an automated manual transmission includes an input shaft provided with a plurality of drive gears, an output shaft provided with a plurality of driven gears engaged with the drive gears, and a reverse idler gear engaging with gears for backward movement respectively provided at the input and output sides when a backward moving stage is selected, as a mechanism for backward moving. Further, there is provided with a bypass clutch capable of selectively transmitting or shutting a power of the input shaft to the output shaft. When the backward moving stage is selected (S1), the bypass clutch is engaged (S3) so as to stop a rotation of the input shaft (S4), and thereafter, the reverse idler gear and the backward moving gears are engaged with each other (S5). Thus, a shift operation to a reverse mode can be securely and smoothly executed for a short time.

Abstract: A synchromesh-type transmission includes a shift and select shaft axially movable for carrying out a select operation and rotatable for carrying out a shift operation, a plurality of shift fork shafts each provided with a pair of shift heads, and an inner lever fixed to the shift and select shaft. The inner lever is disposed between the pair of shift heads according to the axial moving operation of the shift and select shaft and comes in contact with one of the shift heads according to the rotational moving operation of the shift and select shaft, wherein a shift stage is performed. The inner lever is located at a neutral position according to the rotational operation of the shift and select shaft for the shift operation, wherein no shift stage is performed.

Abstract: A transmission for a vehicle including first and second rotating shafts which are rotatable by the torque transmitted through a clutch. Each shaft includes several transmission gears. A resisting member can be disposed between a gear and its corresponding shaft, such that the resisting member reduces the difference in rotating speed between the first and second shafts. The resisting member serves to reduce shift shock and noise generated during shifting. Additional resisting members can be placed on either the first or second shaft in order to achieve reduced shift shock and noise.

Abstract: In a coupling tooth formation, in particular in a gear box, either on a gear sleeve or on a gear wheel, the teeth are fitted to the base end of a cylindrical base (12) in relation to the rotational axis, elongate in axial direction and provided at their coupling end with a roof outline sloping from the tooth base towards the tooth head, comprising a rounded roof edge (5); the radius of the roof edge rounding increases from the tooth base towards the tooth head according to a pre-set function in order to design the procedure of the tracking process after the initial contact as smoothly running as possible.

Abstract: A synchronizer (10) with improved blockers (41) and pre-energizers (43). The synchronizer includes blocker pins (40) that extend axially through blocker openings (41a) in a radially extending shift flange (32) and split pin pre-energizers (42) having pairs of members (44) extending axially through pre-energizer openings (43a) in the flange. The openings (41a,43a) are defined by blocker and pre-energizer rings (41,43) respective disposed in openings (32a,32b) in the flange.

Abstract: A synchronizer for manual transmission constructed and arranged to separate a sleeve moved by a shift fork to an inner sleeve and an outer sleeve to soften a gear shifting feel and to improve a durability of transmission. The synchronizer has a hub gear coupled to a main spindle, a speed gear installed on the main spindle relative to a side surface of the hub gear and formed with a clutch gear on an inner surface thereof relative to the hub gear side and a sleeve coupled to an outer circumference of the hub gear to move toward an axial direction during gear shifting and to be synchronized to the clutch gear.

Abstract: A gear shifting control device for synchromesh transmission judges whether a gear clash is generated during gear shifting based on gear shifting progress information. If gear clashes occur more frequently than a reference value during a particular shifting mode, then the control device may thereafter skip that shifting mode, if certain conditions are met. The vehicle operator is warned of this event.

Abstract: Disclosed herein is a manual transmission synchronizer for automobiles. The manual transmission synchronizer is operated in such a way that a sleeve engaged with a clutch hub is moved in the direction of the manipulation of a gearshift lever by the manipulation of the gearshift lever, synchronizer keys push a synchronizer ring due to the movement of the sleeve, the synchronizer ring is brought into tight contact with and synchronized with the cone portion of a clutch gear by the pushing of the synchronizer ring, and the gear portions of the synchronizer ring and the clutch gear are moved into and engaged with the inner gear portion of the sleeve, thereby performing the shifting of gears.

Abstract: A transmission comprising: an input shaft, to which a power is transmitted from a prime mover; an output shaft for outputting the power to drive wheels; and a plurality of transmission mechanisms of different gear ratios for transmitting the power between the input shaft and the output shaft. A two-way clutch capable of switching a torque transmitting direction into a forward direction and a backward direction is interposed between at least any of the transmission mechanisms and the input shaft or the output shaft, and a select mechanism is provided for selecting the torque transmitting direction of the two-way clutch.

Abstract: A control device for an automatic transmission for automatically shifting a synchromesh type gear transmission, having a controller in which shifting to another gear is performed after temporary synchronization is effected by use of a synchronizer of an intermediate gear between one gear and the another gear, when shifting from the one gear to the another gear while skipping at least a next gear of the one gear is effected.

Abstract: A method for controlling a gear unit of a motor vehicle having synchronizing devices. When an actuating device of a synchronizing device is controlled in terms of force or travel, strongly differing wear behavior occurs depending on use. The inclination of the travel path or the shifting frequency is detected during operation of the motor vehicle and a characteristic diagram is used in order to adapt the shifting force to the information item obtained.

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: The object of the present invention is to modify the shock originated from engaging and disengaging of a clutch during acceleration, when using a mesh type transmission provided with a clutch for engaging and disengaging the shift gear and the output shaft.

Abstract: A mesh type automatic transmission is equipped with a plurality of shift gears arranged to rotate freely to an output shaft for providing driving force to the wheels. Cogged clutches 12, 15 engage with the output shaft. Counter shift gears corresponding to each speed are fixed to a counter shaft rotated by the rotation of an input shaft and mesh with the shift gears for performing automatic shifting by controlling engagement of one of the cogged clutches with the voluntary shift gears determined from the accelerator command value and the vehicle speed. An assist mechanism transmits rotational force of the input shaft to the output shaft via the assist shaft which rotates from the rotation of the counter shaft when no cogged clutch of the plurality of cogged clutches is engaged with any of the plurality of shift gears occurring during switching when an engaged cogged clutch of the plurality of cogged clutches is disengaged and one of the cogged clutch of the plurality of cogged clutches is to be engaged.

Abstract: A manual automobile transmission includes a non-rotating reverse gear having an internal spline in the front portion of the reverse gear and a needle roller bearing mounted at the rear portion. The bearing supports the gear and allows the main shaft to rotate without the gear turning when the transmission is not in the reverse mode. A separate splined collar is mounted on the shaft. Internal splines on the collar readily engage the splines on the main shaft and extended splines match the reverse gear splines. A small spring ball is inserted in the gear just forward of the splines to facilitate alignment of the gear and splined collar.

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 motor vehicle gearbox which includes at least two parallel primary and secondary shafts, respectively connected in rotation to an engine, and through a main transmission, to a wheel. The primary shaft bears a first idler gear to a second stationary pinion borne by the secondary shaft. The first idler is capable of being jaw clutched on the primary shaft for transmitting engine power to the wheel. A self-disengaging control selectively accelerates or brakes the primary shaft which bears the idler so as to synchronize them before linking them in rotation. A self-disengaging accelerator accelerates the primary shaft if its speed is less than that of the idler, and a self-disengaging brake brakes the primary shaft if its speed is greater than that of the idler.

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: An object is to exert the intended fretting-preventive effect without being influenced by the size of variation in rotation (variation in speed) or the size of vibration. An arrangement comprising a main shaft gear 1 having a raceway surface 1c on its inner peripheral surface, a bearing inner ring 2 having a raceway surface 2a on the outer periphery, tapered rollers 3 disposed between the raceway surface 1c of the main shaft gear 1 and the raceway surface 2a of the bearing inner ring 2 and held at predetermined circumferential intervals by a cage 4, an imbalance means which produces a circumferential weight imbalance in the assembly of the tapered rollers 3 and cage 4, wherein the roughness of the cone back face 2b of the bearing inner ring 2 is 0.01-0.04 &mgr;mRa, and the roughness of the large end faces 3b of the tapered rollers 3 is 0.01-0.

Abstract: A gear change for a commercial vehicle comprising a main group defining a plurality of transmission ratios and an auxiliary group with two transmission ratios actuated by an actuator with three positions corresponding respectively to two coupling positions and one neutral position; the actuator is controlled by a control unit in response to actuating signals received by manual selectors, and it is adapted to place the auxiliary group in the neutral position if the speed of rotation of the input shaft exceeds a predetermined threshold value.

Abstract: In a transmission inertia brake a ball ramp mechanism is used to load a clutch pack to slow a rotating transmission shaft where the clutch pack is carried on a one piece drive assembly having a gear section for meshing with a transmission gear, an extension section for engaging a thrust plate in an isolator assembly, a clutch section for engaging plurality of driven clutch plates in the clutch pack and a bearing section for rotational support within a brake housing. An armature having an angled peripheral surface engages a mating friction surface formed in an end plate to form a core clutch, the armature being magnetically pulled upon energization of an electrical coil. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through at least one connecting pin. Belleville washers are used to apply an axial load on the ball ramp mechanism. A gerotor oil pump provides a cooling lubricant through the clutch pack in the ball ramp mechanism.

Abstract: A hybrid powertrain has a suitable heat engine having rotational output, a multi-speed transmission and a motor/generator (MG). The transmission input or cluster shaft is continuously connected with the MG. One set of ratio gears in the transmission is continuously drivingly connected to an accessory drive. The cluster shaft and a main shaft are selectively interconnected through a plurality of sets of ratio gears that are activated through the selective engagement of synchronizers associated with the ratio gears on the main shaft. The engine is selectively drivingly connected with the cluster shaft through a launch device such as a friction clutch. The output of the transmission, a differential, can be driven by the engine only, by the MG only or by a combination of the engine and the MG.

Abstract: A transfer case includes an input shaft, an output shaft, and a gear set selectively operable to translate torque between the input and output shafts at reduced speeds. A clutch is operable to translate torque between the input and output shafts either directly or through the gear set. An actuator, having a rotational output, is operatively coupled to the clutch for moving the clutch between predetermined positions. A control unit is employed in connection with the transfer case to effect the method of synchronizing low to high shifts in the transfer case. To this end, the control unit calculates the speed of the actuator as it moves the clutch to a neutral position. The control unit further determines the additional time until the clutch will reach a predetermined synchronization point using the speed of the actuator and the remaining rotational distance through which the actuator must move for the clutch to reach the predetermined synchronization point.

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