after two days of research I was still wondering nobody seemed to explain the nature of aligning the actual dogs. I thought even at the matched speed, if the dogs aren't aligned with eachother, the gears would still grind against eachother a lot before managing to slip into mesh. I now understand that it should have been obvious that the dogs are pointed, not flat, so the chances of lining them up point-to-point are incredibly slim and can still be overcome. NOBODY DEMONSTRATED THAT PART. 10/10 best video on UA-cam ever.
yes, clean animation but far from clear. No explanation on the screen and he's throwing all that mechanical jargon at you, at the speed of 2000 RPM. Regrettably I thought the video was totally useless.
@@modo203 absolutely not useless. This is actually the only video I found where it explains how the Brass ring gets pushed against the metal cone. Those 3 little strut tabs make contact with the Brass ring first! Then, with added pressure by the shift fork, the strut tabs get pushed down and out of the way, so as to not add any more pressure to the cone clutches. Their job is done, allowing the slider to comb through the little teeth, thus capturing both the gear and hub together. Send me other videos that show this process any clearer. I seen a video where he uses a strobe light to show how the synchro slows down the gear, but never explained that the Brass synchro gets pre-pressure from the strut tabs. Pure genius
This type of animated learning aid is not very common in aviation maintenance schools (not sure about automotive maint schools). Reading sentences/looking at photo images can teach only so much. "Things in motion" is the best way for learning.
JPN850R That happened to me when I saw a picture of a differential gearing for the first time. I was still scratching my head until I actually saw it in motion.
In auto tech schools, (Dunwoody, in my case) we took the transmissions apart and learned how they work. In my Army aviation school (AH1 back in '88), transmissions were explained via power flow.
as someone who's just learning about this, I found this to be a fantastic explanation. every time I thought "but what about...", immediately there was an animation explaining it
One important thing you missed is the blocker ring can only rotate less than 1 tooth apart from the shift sleeve, this way it has some play to displace the shift sleeve away from the gear before synchronizing it but the play is limited so it doesn't start rotating when pressed to the gear without the shift sleeve.
I knew how synchros work, but only in theory. All animations about transmissions are always directed towards new people, with very abstract mechanics, that wouldn't really work in the real world. This, however, is perfect, because it shows us how stuff _actually_ works. We all already know how a transmission works in _theory_ but now we want to see the actual geometry of parts. Thanks for this animation!
Might want to add that the recesses in the blocker ring limit rotation of that relative to the shift sleeve of a half tooth either side. Good explanation though.
Finally... Thank you so much... I just wanted an explanation on how just one works to understand. So even if it was a 100 gears transmission. This is all there is in every two gears connected together by this combination in the video
Best video ever seen on synchronizing process in a gearbox, thank you. The quality and beauty of the video is impressive too. I watched it several times to perfectly understand the process and I realized that an important stuff is shown but not explained. So here is a proposition for an improvement (if you consider updating this video) : Speak about and show the importance of the recesses in the blocker ring. These recesses are larger than the struts. The gap formed ensure that the shift sleeve cannot engage onto the blocker ring nor onto the gear wheel before complete synchronization (because friction of the gear wheel on the blocker ring unalign them). When synchronization is complete, the blocker ring go "backward" in is rotation to let the shift sleeve engage. Then the whole (sync hub+shift sleeve+blocker ring) go eventually "backward" or "forward" in rotation to align perfectly with the teeth of the gear wheel to let the shift sleeve engage on the gear wheel. Without this gap, the teeth would collide. So it is pretty important.
The whole process is not well explained in this video. Here you can found all steps well explained: www.jht.bme.hu/publ/marialigeti/mechanical_behaviour_simulation.pdf In the nutshell: There are two rotations after the speed synchronization. First, the blocker ring-gear complex is rotated by the spline chamfers of the sleeve interacting with the blocker ring chamfers. In the second step, the blocker ring is separated from the gear and is turned in line with all the dents by the sleeve ring-gear chamfer interaction. It has to be noted also that the pressure on the blocker ring is reduced because of the push down struts. Still, the blocker ring is stuck to the gear cone by the thermal shrinkage after the speed synchronization.
I watched all the videos. I understood what they were saying, but they never mentioned the "pre-synchronization" part with the 3 Struts. I even watch how to rebuild the super T-10 tranny, and knew there were the 3 slots in the hub and the spring loaded struts, but didn't understand why..... Until this video! Genius. Thanks.
Excellent presentation and description. One request: please add a reference line to the shaft to show rotation and/or lack of rotation of the shaft. 👍🏻
+Thomas Schwenke Thks a lot！Now it makes me way more clear！ Even tho there is a little bit detail I don't understand. And I really like your channel. I like how u using those pictures to explain things. It make things more sample and clear. It is a really easy way to understand cars. Keep up the good works！
I rebuilt my Borg Warner Super T-10 transmission. All the specialized tools you really need is a decent snap ring pliers and a shop press. Actually really easy. You only must watch 2 other videos on UA-cam to learn how to rebuild it.
What happens when the gear shift grinds when the oil is cold? Is that due to the cold, thick oil being trapped in the grooves of the synchro ring and can't get out of them fast enough? Great video! Thanks a lot.
Now this is something beautifull. You just made someone understang a ton of sh*t! Everything about manual transmisions makes sense now :D Thank you very much!
Okay, but how hard would it be to make a couple of these units with a set of dull files, eleven garbage bags of aluminum cans, and a propane torch? Asking for a friend. Super cool animation, top notch. And excellent verbal explanation.
Great clarity now on how syncros work, thanks. When you shift out of a gear there doesnt look to be any mechanism that pulls the blocker ring off the gear. I understand the blocker ring can only move axially and that the gear would then start to de-synchronise as vehical speed changes. Is this enough for the blocker ring to retract back towards the hub?
The blocker ring only grips the cone of the gear when there's pressure on the ring by the struts. When they release their pressure, the blocker ring releases its grip on the gear. It doesn't need to be pulled off, oil will get in between it and the gear and it will float. There's no "de-synchronising".
02:48 - there is a mistake in the animation here. The animation shows, ones the rotational speeds are sinchronized, the blocker ring rotates slightly back while the cone clutch stays in place - this is impossible. Otherwise, the blocker ring could rotate back under the sleeve pressure before sinchronization is complete. In real, after sinchronization, the blocker ring rotates a bit together with the cone clutch and gear, and then sleeve is shifted.
That part had me puzzled glad someone else noticed the discrepancy. He also says the sleeve rotation speed needs to match the blocker speed. But aren't this always in mesh with the strut's?
Great video, you should consider having your bug in the bottom left pop up once at the beginning and end of the video, Having it come up every 30 sec is very distracting.
What prevents a point to point collision between the slider and the gear locking teeth? I can tell the the blocker ring will never have a point to point collision because of those square keys.
We are using this type of synchromesh unit in a gearbox we are developing but it doesn't seem to be working in 1st gear. There is no feeling of contact between the cone and the ring. You don't feel the friction attempting to slow the gear down. It simply grinds as though there is no synchro mechanism at all. I'm wondering if the proper engagement is based upon some sort of shimming tolerance so that the cone engages at the proper amount of lateral movement, and if that information exists, where can I find it?
I have been kicking this though around as well. It seems the strut's are needed to keep the sleeve in it's neutral position. Otherwise the sleeve could inadvertently slide into gear. Better yet what stops the sleeve from fully engaging before or sync?🤔
@@mugen-mundothe video didn’t explain very well on the “pre synchronization” phase, but i have figured it out finally as I have gained more experience through working in the past few years. So basically the struts does two things, one is to limit the relative movement between the sleeve and the ring to half a tooth on either side, and the other is to provide a slight amount of pressure to press the ring against the cone of the gear so that it can create some friction just enough to move the sleeve and ring half a tooth in the “correct” direction relative to each other. The video made me think that phase was to provide some synchronization, but no, that phase was not there to create synchronization, although it does infinitesimally, it’s meant to kick the teeth out of alignment, that’s all it really does.
Great work on the animation, but I got lost at 1:22 when suddenly, out of nowhere, a helical gear and a "conical gear" appear without prior explanations.
Since brass is softer than steel, it can help the gears to come into synchronization quicker but at the expense of shortened durability. There is also multi cone synchronizers that achieves the same purpose. Finally there is carbon faced synchros used by some high performance Hondas a decade ago.
i must be stupid because im still not sure exactly how this works. this my fourth video trying to learn about this. im only trying to learn this out of curiosity its not like i have to understand this to actually make use of it in some type of application or for school or anything like that. this is just me being randomly curious about something while surfing internet and deciding to learn how it works just so i could know, but its proving to be bit too much for my small mind to grasp, sadly. what confused was the the part when the gear are supposed to sync, in the animation i didnt see any 2 spinning objects sync up to rotate at the same speed unless i missed it somehow. Also, why was the gold ring not moving at all, i thought it should always be moving? or is my understanding of this completely wrong? i feel like there is something very important and crucial missing in the animation that is preventing me from fully understanding what is actually going on, but it could just be me not understanding shit. idk
I know im not should do or try these kind of tests, but i wonder why my 3rd gear comes easily neutral without clutch than other gears while driving? I mean other gears stays locked and wont even grind.
But, how does the blocker ring disengage from the conical face of the gear? i understand that there is a cone clutch friction between the blocker ring and conical face of the gear. Then wouldn't this require a force in the reverse direction to disengage? Is this force provided by the driver?
you guys are cool animaters great work.....👍👌 and which software u guys use to do all this stuff I think it's not Adobe illustrator or flash because so much work is there to do na....😫😴
how the blocker ring tooth and main gear's mating tooth are aligned? (as the blocker ring is simply floating between two components how is it happening)
See 2:25-2:58 of video. The blocker ring has limited rotational freedom relative to the shift sleeve, about half a tooth on either side.Also if you observe, the blocker ring tooth flank and shift sleeve tooth flanks are chamfered. So once the blocker ring and main gear's mating tooth come to same speed , the blocker ring teeth can be "forced" into alignment with the main gear cone teeth and the shift sleeve goes in further to complete the latching.all of this happens almost instantaneously when the driver shifts the gear.
Hello, may I ask you a question? Is there a possibility? If synchronizer speed and gear speed are out of sync, the gear set begins to combine, and then the phenomenon of tooting occurs. Is there any Chinese subtitles in your video?
If you don't depress the clutch pedal fully, it means your flywheel transfers the engine torque to the clutch disc. The clutch disc is on the gearbox input shaft, so there is the engine torque applied on the gearbox input shaft. When trying to engage the gear, the sleeve will push against the synchro ring. The synchro ring conical clutch will try to change the input shaft rotation (engine rotation) speed, but it won't succeed because it's very difficult to brake or accelerate an engine quickly enough when you are a syncro ring, because of the inertia. Also, the shifter movement is very short and quick, and the synchro ring would take a long time to change the engine rotational speed before we could finally engage the dog teath with the sleeve without grinding. Depressing the clutch pedal separates the flywheel from the clutch disc, making it much easier for the synchro ring to slow down quickly or accelerate quickly the gearbox input shaft to the correct speed (because of low inertia of the small input shaft in comparison to an input shaft + a whole crankshaft and camshaft).
after two days of research I was still wondering nobody seemed to explain the nature of aligning the actual dogs. I thought even at the matched speed, if the dogs aren't aligned with eachother, the gears would still grind against eachother a lot before managing to slip into mesh. I now understand that it should have been obvious that the dogs are pointed, not flat, so the chances of lining them up point-to-point are incredibly slim and can still be overcome. NOBODY DEMONSTRATED THAT PART. 10/10 best video on UA-cam ever.
This is the second vid I've found where the dogs are shown as grooved, which until I saw the 1st vid, I still struggled to grasp how syncromesh worked
Extremely clean animation and well-chosen camera angle to show exactly the parts in action to understand how synchronizers function. Thanks!
yes, clean animation but far from clear. No explanation on the screen and he's throwing all that mechanical jargon at you, at the speed of 2000 RPM.
Regrettably I thought the video was totally useless.
@@modo203 absolutely not useless. This is actually the only video I found where it explains how the Brass ring gets pushed against the metal cone. Those 3 little strut tabs make contact with the Brass ring first! Then, with added pressure by the shift fork, the strut tabs get pushed down and out of the way, so as to not add any more pressure to the cone clutches. Their job is done, allowing the slider to comb through the little teeth, thus capturing both the gear and hub together.
Send me other videos that show this process any clearer.
I seen a video where he uses a strobe light to show how the synchro slows down the gear, but never explained that the Brass synchro gets pre-pressure from the strut tabs.
Pure genius
You correct that real explanding
This type of animated learning aid is not very common in aviation maintenance schools (not sure about automotive maint schools). Reading sentences/looking at photo images can teach only so much. "Things in motion" is the best way for learning.
JPN850R
That happened to me when I saw a picture of a differential gearing for the first time. I was still scratching my head until I actually saw it in motion.
Instablaster...
In auto tech schools, (Dunwoody, in my case) we took the transmissions apart and learned how they work. In my Army aviation school (AH1 back in '88), transmissions were explained via power flow.
I can't tell you how much I appreciate those who make these kinds of videos. They are so helpful in explaining things to my customers.
as someone who's just learning about this, I found this to be a fantastic explanation. every time I thought "but what about...", immediately there was an animation explaining it
One important thing you missed is the blocker ring can only rotate less than 1 tooth apart from the shift sleeve, this way it has some play to displace the shift sleeve away from the gear before synchronizing it but the play is limited so it doesn't start rotating when pressed to the gear without the shift sleeve.
This is by far the best video on mesh synchronizer
I knew how synchros work, but only in theory. All animations about transmissions are always directed towards new people, with very abstract mechanics, that wouldn't really work in the real world.
This, however, is perfect, because it shows us how stuff _actually_ works. We all already know how a transmission works in _theory_ but now we want to see the actual geometry of parts.
Thanks for this animation!
What an animation, what a time to be alive
Really great video explaining the spring loaded nature of synchro keys!
Thanks alot :) / Please share :)
Might want to add that the recesses in the blocker ring limit rotation of that relative to the shift sleeve of a half tooth either side. Good explanation though.
This is what I was trying to figure out, how is it that the sleeve and drive gear are never 1/2 out of phase.
@@STEROIDZZZZZZ Could you explain further?
Did you mean the speed?
This is the best explanation on UA-cam about how synchro mechanism works in gearbox.Thank you very much.
Finally... Thank you so much... I just wanted an explanation on how just one works to understand. So even if it was a 100 gears transmission. This is all there is in every two gears connected together by this combination in the video
Best video ever seen on synchronizing process in a gearbox, thank you. The quality and beauty of the video is impressive too.
I watched it several times to perfectly understand the process and I realized that an important stuff is shown but not explained. So here is a proposition for an improvement (if you consider updating this video) :
Speak about and show the importance of the recesses in the blocker ring. These recesses are larger than the struts. The gap formed ensure that the shift sleeve cannot engage onto the blocker ring nor onto the gear wheel before complete synchronization (because friction of the gear wheel on the blocker ring unalign them). When synchronization is complete, the blocker ring go "backward" in is rotation to let the shift sleeve engage. Then the whole (sync hub+shift sleeve+blocker ring) go eventually "backward" or "forward" in rotation to align perfectly with the teeth of the gear wheel to let the shift sleeve engage on the gear wheel. Without this gap, the teeth would collide. So it is pretty important.
Ah, thank you! I was wondering why exactly the shift sleeve couldn't engage while the blocker ring was still speeding up the gear wheel.
What causes the torque reversal to the blocker ring that allows it to go "backward", coming into tooth alignment with the sleeve???
The whole process is not well explained in this video. Here you can found all steps well explained: www.jht.bme.hu/publ/marialigeti/mechanical_behaviour_simulation.pdf
In the nutshell: There are two rotations after the speed synchronization. First, the blocker ring-gear complex is rotated by the spline chamfers of the sleeve interacting with the blocker ring chamfers. In the second step, the blocker ring is separated from the gear and is turned in line with all the dents by the sleeve ring-gear chamfer interaction. It has to be noted also that the pressure on the blocker ring is reduced because of the push down struts. Still, the blocker ring is stuck to the gear cone by the thermal shrinkage after the speed synchronization.
Beautifully explained... waited for a good video on how the synchromesh unit works for so long... TNX
Drivelinemaster channel also has a decent explanation on synchronizer operation. This video compliments Drivelinemaster's video.
I watched all the videos. I understood what they were saying, but they never mentioned the "pre-synchronization" part with the 3 Struts.
I even watch how to rebuild the super T-10 tranny, and knew there were the 3 slots in the hub and the spring loaded struts, but didn't understand why..... Until this video! Genius.
Thanks.
Excellent presentation and description.
One request: please add a reference line to the shaft to show rotation and/or lack of rotation of the shaft.
👍🏻
+Mario Dalla Riva Yeah, good point. I've seen it too late... Thank you!
+Thomas Schwenke Thks a lot！Now it makes me way more clear！ Even tho there is a little bit detail I don't understand. And I really like your channel. I like how u using those pictures to explain things. It make things more sample and clear. It is a really easy way to understand cars. Keep up the good works！
I rebuilt my Borg Warner Super T-10 transmission. All the specialized tools you really need is a decent snap ring pliers and a shop press. Actually really easy. You only must watch 2 other videos on UA-cam to learn how to rebuild it.
Great video! I now understand why I have a blocker ring on my 4th gear, and exactly how it works. Thanks!
By far the best explanation I've seen yet. Thank you for this animation video.
Amazing explanation and perfect animations. We all can see that your technique is really improvised.
Best video I have seen so far. I wish this video was the first in search list.
Best video i have seen ever about synchromesh gear...
Very nice animation and narration. This video helped me understand gearbox synchronizers.
Really love your works. When i was a kid ,i have a dream to make sth like this
Wow... Now I have understood what is happening
Great animation
Great video and worth adding to my automotive lessons.
0:32 Struts/keys ; 1:40 Sychronization process; 1:50; 2:10 pre-synchronization
The quality of this videos is amazing, thank you.
Wonderful animation!
That explains why first to second gear takes a extra time to sync up due to the huge gearing difference from the two.
And it also explains why the 1-2 shift is likely the first to become troublesome, particularly if the car and thus gearbox are driven hard.
Your high quality animations makes learning a piece of cake.
Thanks Thomas!
What happens when the gear shift grinds when the oil is cold? Is that due to the cold, thick oil being trapped in the grooves of the synchro ring and can't get out of them fast enough? Great video! Thanks a lot.
I must say what a rather stupendous video 👍🏼
the animation is very good so that easy learn.
great job
This was a very good explanation.
Now this is something beautifull. You just made someone understang a ton of sh*t! Everything about manual transmisions makes sense now :D Thank you very much!
Your animations are amazing, great work. Thanks
Great animation. Very informative and helpful. Things are starting to “click” for me :)
I loved this video . Best video i got when i was in need of it
Great visual explanation. I finally understand!!!
Excelent animation and explanation. Could you please do more videos with other types of syncrhomesh units?
Okay, but how hard would it be to make a couple of these units with a set of dull files, eleven garbage bags of aluminum cans, and a propane torch? Asking for a friend.
Super cool animation, top notch. And excellent verbal explanation.
having an exam with a german prof., only another german could save my life
grazie
Really very great animation. And awesome explanation.
Spectacular animation ! Thank you for the video.
Excellent explanation
THIS IS SO GOOD!!
Great clarity now on how syncros work, thanks. When you shift out of a gear there doesnt look to be any mechanism that pulls the blocker ring off the gear. I understand the blocker ring can only move axially and that the gear would then start to de-synchronise as vehical speed changes. Is this enough for the blocker ring to retract back towards the hub?
The blocker ring only grips the cone of the gear when there's pressure on the ring by the struts. When they release their pressure, the blocker ring releases its grip on the gear. It doesn't need to be pulled off, oil will get in between it and the gear and it will float. There's no "de-synchronising".
02:48 - there is a mistake in the animation here. The animation shows, ones the rotational speeds are sinchronized, the blocker ring rotates slightly back while the cone clutch stays in place - this is impossible. Otherwise, the blocker ring could rotate back under the sleeve pressure before sinchronization is complete. In real, after sinchronization, the blocker ring rotates a bit together with the cone clutch and gear, and then sleeve is shifted.
That part had me puzzled glad someone else noticed the discrepancy. He also says the sleeve rotation speed needs to match the blocker speed. But aren't this always in mesh with the strut's?
so details! nice video.
I got the perfect explanation 👍🏻
Beautiful animation and really well explained! Nice work!
Fantastic work
Thank you very much for sharing
Excellent video.
I'm waiting for more of your videos.
Amazing video and a great animation. Thank You so much!!
Very good and accurate video!
I like this video.
Excellent explanation.
Thanks.
Your Animations are awosome... Waiting for more! Thanks
Could you tell - pushing gear faster is worse than slowly waiting until shifter goes in a gear after a moment of barely noticable resistance?
Nice vid. Very easy to understand. Thanks!!!
Fantastic visual aid....
Ingenious mechanism.
Gotta see it to understand it better!
Great video, you should consider having your bug in the bottom left pop up once at the beginning and end of the video, Having it come up every 30 sec is very distracting.
Thank you for video this make me understand in 3 minutes .
good educational video, god bless u mah friend
🤩
What prevents a point to point collision between the slider and the gear locking teeth? I can tell the the blocker ring will never have a point to point collision because of those square keys.
Great animation
thank you
Great video!
Thank you very much.
+Thomas Schwenke Please cover torque vs horsepower. I think you could explain it best.
+superlativeOFgood I'll do it in the future. I'll add it to my list of animations :)
Thomas Schwenke Awesome!
I subscribed yesterday and I'm looking forward to catching up on your older videos.
Can we get the exact same video with ball and spring detents instead of strut keys?
Great Work...
so basically it's like filters that needs to go through to avoid sudden clushing
What modeling software do you use?
+GearBoxVideo Carrara 8 Pro.
+GearBoxVideo Ha, I was just about to ask the same thing. This is a beautiful video.
Please make an animation of double declutching.
We are using this type of synchromesh unit in a gearbox we are developing but it doesn't seem to be working in 1st gear. There is no feeling of contact between the cone and the ring. You don't feel the friction attempting to slow the gear down. It simply grinds as though there is no synchro mechanism at all. I'm wondering if the proper engagement is based upon some sort of shimming tolerance so that the cone engages at the proper amount of lateral movement, and if that information exists, where can I find it?
thanks and thanks ......thanks alot and respect ...for that video
Question, why are the three struts necessary? What if there is no pre-synchronization?
I have been kicking this though around as well. It seems the strut's are needed to keep the sleeve in it's neutral position. Otherwise the sleeve could inadvertently slide into gear. Better yet what stops the sleeve from fully engaging before or sync?🤔
@@mugen-mundothe video didn’t explain very well on the “pre synchronization” phase, but i have figured it out finally as I have gained more experience through working in the past few years. So basically the struts does two things, one is to limit the relative movement between the sleeve and the ring to half a tooth on either side, and the other is to provide a slight amount of pressure to press the ring against the cone of the gear so that it can create some friction just enough to move the sleeve and ring half a tooth in the “correct” direction relative to each other. The video made me think that phase was to provide some synchronization, but no, that phase was not there to create synchronization, although it does infinitesimally, it’s meant to kick the teeth out of alignment, that’s all it really does.
Thank you
really good video
very good nice video man thumbs up for you brother keep doing this man and thank you for this you resolve one of my problems ;)
Great work on the animation, but I got lost at 1:22 when suddenly, out of nowhere, a helical gear and a "conical gear" appear without prior explanations.
That's the speed gear it's the gear your selecting with the shifter.
Don't forgot to mention you have to push in the clutch...
Wow you are the best
super helpful! thank you :)
Hello, thanks for this. Why is the ring made of brass? What are the other parts made of? Thanks.
Since brass is softer than steel, it can help the gears to come into synchronization quicker but at the expense of shortened durability. There is also multi cone synchronizers that achieves the same purpose. Finally there is carbon faced synchros used by some high performance Hondas a decade ago.
ahh thanks
i must be stupid because im still not sure exactly how this works. this my fourth video trying to learn about this. im only trying to learn this out of curiosity its not like i have to understand this to actually make use of it in some type of application or for school or anything like that. this is just me being randomly curious about something while surfing internet and deciding to learn how it works just so i could know, but its proving to be bit too much for my small mind to grasp, sadly. what confused was the the part when the gear are supposed to sync, in the animation i didnt see any 2 spinning objects sync up to rotate at the same speed unless i missed it somehow. Also, why was the gold ring not moving at all, i thought it should always be moving? or is my understanding of this completely wrong? i feel like there is something very important and crucial missing in the animation that is preventing me from fully understanding what is actually going on, but it could just be me not understanding shit. idk
Watch again! You'll make it!
I know im not should do or try these kind of tests, but i wonder why my 3rd gear comes easily neutral without clutch than other gears while driving? I mean other gears stays locked and wont even grind.
Good wark 👍
But, how does the blocker ring disengage from the conical face of the gear? i understand that there is a cone clutch friction between the blocker ring and conical face of the gear. Then wouldn't this require a force in the reverse direction to disengage? Is this force provided by the driver?
i think it is because of centrifugal force
WOW, YOU CAN READ THE BROCHURE!
you guys are cool animaters great work.....👍👌 and which software u guys use to do all this stuff I think it's not Adobe illustrator or flash because so much work is there to do na....😫😴
I use Carrara 8 Pro.
how the blocker ring tooth and main gear's mating tooth are aligned? (as the blocker ring is simply floating between two components how is it happening)
See 2:25-2:58 of video. The blocker ring has limited rotational freedom relative to the shift sleeve, about half a tooth on either side.Also if you observe, the blocker ring tooth flank and shift sleeve tooth flanks are chamfered. So once the blocker ring and main gear's mating tooth come to same speed , the blocker ring teeth can be "forced" into alignment with the main gear cone teeth and the shift sleeve goes in further to complete the latching.all of this happens almost instantaneously when the driver shifts the gear.
Hello, may I ask you a question? Is there a possibility? If synchronizer speed and gear speed are out of sync, the gear set begins to combine, and then the phenomenon of tooting occurs. Is there any Chinese subtitles in your video?
Hi Thomas, what software you use for those animations? Also can you do please tutorial video on it? Thanks
I use Carrara 8 Pro. I won't create tutorials on how to create these videos. Go get Carrara 8 and the tutorials in the discussion forums.
can you give me a document about synchromesh gearbox with lock pin?...thanks so much!!!
what happens if I accidentally moved to other gear without pushing the clutch fully which causes some grinding?
Lely terra gearbox
If you don't depress the clutch pedal fully, it means your flywheel transfers the engine torque to the clutch disc. The clutch disc is on the gearbox input shaft, so there is the engine torque applied on the gearbox input shaft.
When trying to engage the gear, the sleeve will push against the synchro ring. The synchro ring conical clutch will try to change the input shaft rotation (engine rotation) speed, but it won't succeed because it's very difficult to brake or accelerate an engine quickly enough when you are a syncro ring, because of the inertia.
Also, the shifter movement is very short and quick, and the synchro ring would take a long time to change the engine rotational speed before we could finally engage the dog teath with the sleeve without grinding.
Depressing the clutch pedal separates the flywheel from the clutch disc, making it much easier for the synchro ring to slow down quickly or accelerate quickly the gearbox input shaft to the correct speed (because of low inertia of the small input shaft in comparison to an input shaft + a whole crankshaft and camshaft).
It would have been nice if the depth of field was not so shallow