Selector Hub Assemblies - Schaeffler Group
Selector Hub Assemblies
ForewordAs a development partner to the automotive industry, SchaefflerGroup Automotive develops and manufactures components and systems that take account of requirements for increased performancedensity and the reduction of factors such as mounting work andoverall costs.Higher performance engines, increased torque loads on transmissions and the demand for reduced design envelope are just a fewof the defining conditions.Selector hub assemblies from Schaeffler are compact, ready-to-fitunits for synchronization, comprising a selector hub, selector sleeveand detent struts. They facilitate gearshift in manual and dual clutchtransmissions and transmit the torque from the transmission shaft tothe engaged gear. The Schaeffler product range of synchronizationcomponents offers a large number of variants and facilitates flexiblepossibilities for solutions, even in the case of new requirements.This TPI contains, in addition to a description of the productcharacteristics of selector hub assemblies, a presentation of thedevelopment tools used for design, simulation and testing.A checklist is provided in order to support you as a customer in compiling the technical data that are required in order to process yourenquiry in an effective manner. First, the chapter Synchronizationexplains the underlying principles and presents the necessarycomponents.Further informationComprehensive description of the detent struts fitted in selector hubassemblies: TPI 178, Detent Struts ARRES – Synchronization of manualtransmissions.
2TPI 125Schaeffler Technologies
ContentsPageSynchronization.4Selector hub assemblies.12AppendixChecklistSchaeffler TechnologiesTPI 1253
SynchronizationSynchronization systemsComponentsSingle cone synchronizersMultiple cone synchronizers
SynchronizationPageSynchronization systemsComponentsSingle cone synchronizersMultiple cone synchronizersSchaeffler TechnologiesFunction .6Requirements .6Systems .6Design of a synchronization system.7Selector hub .7Selector sleeve .8Detent struts.8Synchro rings.9Gear cone body.9Gear wheel .9Design.10Function .10Design and function.11Areas of application .11TPI 1255
Synchronization systemsSynchronization is derived from the Greek syn (together) andchronos (time) and is defined as “ensuring the occurrence in unisonof two events or processes”.FunctionSynchronization systems in manual transmissions match the different speeds of the gear wheel to be engaged and the transmissionshaft to each other.Following synchronization, a form fit connection is created betweenthe gear wheel and transmission shaft by engaging the clutch.In order to ensure that synchronization occurs before clutching,a finely tuned blocking function is necessary.RequirementsThe continuing increase in the performance capacity of engines andclutches is leading to significant increases in transmission torquesand mass moments of inertia. This places ever-increasing demandson automotive manual transmissions and their components.As a result, it is generally no longer sufficient to optimize individualtransmission components purely at the component level. What isrequired instead is solutions that are comprehensively oriented tothe overall concept of the vehicle.For synchronization of a manual transmission, there is thus a needfor products with characteristics such as compact design, optimizedmass and smooth running with the highest functional reliability.In addition, gearshift force should be minimized and gearshiftcomfort improved.SystemsThe state of the art in mechanical automotive manual transmissionscomprizes synchronization systems based on a cone friction clutch,in the form of a blocking synchromesh.The distinction in blocking synchromeshes is between single conesynchronizers and multiple cone synchronizers, Figure 1.Figure 1Single cone and multiple conesynchronizers6TPI 12500090A13 Single cone synchronizer Multiple cone synchronizer Friction surfacesSchaeffler Technologies
ComponentsStructureof a synchronization systemA synchronization system comprizes the following components: 1 selector hub 1 selector sleeve 3 or more detent struts for presynchronization 2 or more synchro rings, with friction linings 2 gear cone bodies 2 gear wheels.The structure of a synchronization system can be shown usingthe example of a single cone synchronizer, Figure 1.00090A00 Selector hub Selector sleeve Detent strut Synchro outer ring Friction lining Gear cone body Gear wheelFigure 1Single cone synchronizerSelector hubSchaeffler TechnologiesThe selector hub has a form fit connection with the transmissionshaft. Its external teeth guide the selector sleeve. When engaged,the external teeth transmit torque between the selector hub andthe selector sleeve.The outside diameter of the selector hub has recesses which carrythe detent struts for presynchronization. It gives form fit indexing ofthe detent struts and synchro outer rings.As a result, these components are brought into their direction ofrotation by the selector hub. Depending on the design, synchro innerrings in multiple cone synchronizers system are also indexed.TPI 1257
Components8TPI 125Selector sleeveThe selector sleeve transmits the axial gearshift force to the detentstruts and synchro rings. This facilitates the blocking function. In thepresynchronization process, force/travel definition is carried outusing three presynchronization slots distributed around the circumference of the inside diameter. The slots form the mating surface forthe detent struts.When the gear is engaged, the selector sleeve transmits the torquefrom the selector hub via the gear cone body to the gear wheel.The circumferential slot on the outside diameter of the selectorsleeve forms the contact for the gearshift fork. The gearshift forkdisplaces the selector sleeve axially during gearshift.Detent strutsFor presynchronization, axially movable detent struts are generallyused. The detent struts are arranged on the circumference of theselector hub and are preloaded against a slot in the selector sleeveteeth by means of springs.Detent struts exist in both multi-piece and single-piece designs.The multi-piece design is being increasingly replaced by thesingle-piece design.These multi-piece detent struts comprize at least two individualparts. During mounting, the detent elements must in this casebe fitted under spring tension. This mounting work is not requiredwhen using the detent struts ARRES developed by Schaeffler,see page 17.Schaeffler Technologies
Synchro rings from Schaeffler are manufactured, without thegeneration of swarf, from thin-walled, through-hardenable steelstrip. The outside diameter of synchro outer rings incorporatesthe blocking teeth with the roof angles aligned to the selector sleeve.In order to achieve problem-free synchronization, the friction conesmust have both a low adhesive friction coefficient and a sufficientlyhigh sliding friction coefficient. This is achieved by means offriction linings on the cone surfaces of the synchro rings. For therequirements stated, Schaeffler specially developed the frictionlinings STC300 and STC600, Figure 2.Synchro outer rings are used in the single cone synchronizer.For multiple cone synchronization systems, Schaeffler offers not onlysynchro outer rings but also synchro intermediate rings and synchroinner rings. The synchro rings are manufactured at Schaeffler byforming technology without the generation of swarf.0008E2B2Synchro ringsFriction linings: STC300 STC600Figure 2Synchro rings with friction liningsFurther informationGear cone bodyGear wheelSchaeffler Technologies API 06, Intermediate Rings for Multiple Cone Synchronization.The gear cone body is welded to the gear wheel or rigidly linkedthrough a combination of form fit and press fit. It has an outer coneand clutching teeth with roof angles aligned to the synchro ring.The gear wheel is rotatably supported on the transmission shaft.The external teeth transmit the torques introduced via the selectorsleeve and gear cone body.TPI 1259
Single cone synchronizersDesignThe single cone synchronizer is generally designed as a conventionalblocking synchromesh as found in the Borg-Warner or ZF-B system,Figure 1.For presynchronization, detent struts preloaded by means of springsare used. Synchronization is carried out by a cone friction clutchwith a single cone between the gear cone body and synchro ring.This supports the entire frictional power.0008E548Figure 1Conventional blockingsynchromesh in accordance withthe Borg-Warner or ZF-B systemFunctionThe synchronization and gearshift process comprizes the isengagingFree flight10TPI 125When the selector sleeve is displaced, this moves the detent strutsand exerts an axial force on the synchro ring. The selector sleeve andsynchro ring are then aligned to each other.Due to the interaction at the roof teeth of the synchro ring andthe selector sleeve, frictional torque is built up at the cones andthe speeds are matched.Once the speeds are matched, the teeth can be rotated (disengaged)in order to facilitate throughshifting of the selector sleeve.Free flight describes the phase between disengaging and meshingwith the gear cone body.MeshingThe teeth on the selector sleeve are meshed in the clutch teeth ofthe gear cone body.EngagedAfter meshing, the frictional torque is transmitted via the teeth onthe selector sleeve to the gear cone body. As a result, the transmission shaft is linked via the selector hub, selector sleeve and gearcone body to the gear wheel.Schaeffler Technologies
Multiple cone synchronizersDesign and functionA multiple cone synchronizer is essentially of the same design asa single cone synchronizer. However, the single cone sychronizerhas only one syncho ring, while the multiple cone synchronizer hasseveral synchro rings, Figure 1. This increases the number of frictioncones and friction surfaces.As a result, the multiple cone synchronizer has a higher frictionaltorque under the same gearshift force, leading to shorter gearshifttimes.In addition, the friction surface is larger, which results in smallerspecific frictional energy and frictional power. The thermal load onthe friction linings is therefore lower.000905B3 Synchro outer ring Synchro intermediate ring Synchro inner ringFigure 1Multiple cone synchronizerAreas of applicationSchaeffler TechnologiesMultiple cone synchronization systems are used in preference forthe lower gears, for example the 1st/2nd gear pair. Due to the widespeed differentials, very high synchronization performance isrequired in these cases and the gearshift forces are correspondinglyhigher.TPI 12511
Selector hub assemblies
Selector hub assembliesPageFeaturesDimension tablesSchaeffler TechnologiesRequirements .14Compact unit .14Components .15Design of selector sleeve .18Design and calculation software.20Interactive gearshift simulator.24Test methods for product development .25Test methods for confirmation of manufacturing processes.27Available designs of selector sleeves .29TPI 12513
Selector hub assembliesFeaturesSelector hub assemblies are used in single cone and multiple conesynchronizers. They facilitate gearshift in manual and dual clutchtransmissions and transmit the torque from the transmission shaft tothe engaged gear.RequirementsThe requirements placed on modern manual transmissions includenot only the transmission of large frictional torques and a long ratinglife but also reductions in design envelope and mass. As a result,component strength plays a decisive role in design work.Further important requirements arise from the demands forincreased gearshift comfort. Lower gearshift forces and reducedgearshift times are required.Compact unitA selector hub assembly comprizes the selector hub, the detentstruts ARRES and the selector sleeve, Figure 1.The advantages of the selector hub assembly compared tothe supply of individual components include: simplified mounting on the transmission shaft reduced number of individual parts, giving simpler handlingin the manufacturing process favorable tolerance chain due to the supply of all componentsfrom the same manufacturer functionally verified, independent unit. Selector hub assemblyFigure 1Selector hub assemblyfrom Schaeffler14TPI 125000909A0Components: Selector sleeve Detent struts ARRES Selector hubSchaeffler Technologies
Torque flowThe selector hub is rigidly linked to the transmission shaft andtransmits the torque from the transmission shaft to the selectorsleeve, Figure 2. In the engaged condition, the frictional torque istransmitted from the selector sleeve onward to the gear wheel.000909F4Figure 2Torque flow througha selector hub assemblyComponentsThe design and manufacture of the components of a Schaefflerselector hub assembly are matched to the tasks of achieving reliablefunction and fulfiling all requirements.Selector hubSelector hubs are geometrically demanding components that aresubject to high loads. For their production, various manufacturingtechnologies are used in industry: powder metallurgy processes heavy-section forming followed by machining with the generationof swarf sheet metal forming.The sheet metal forming process used by Schaeffler is a highlyeconomical alternative to heavy-section forming. The componentstrength values achieved are higher than those achieved inproduction using powder metallurgy.Depending on the application and on customer requirements,Schaeffler can also supply selector hub assemblies with selectorhubs produced by powder metallurgy or heavy-section forming.Schaeffler TechnologiesTPI 12515
Selector hub assembliesFigure 3Variants of selector sleeves16TPI 125The selector sleeve is subjected to high loads. This is produced bymost manufacturers using machining with the generation of swarf.A special feature of selector sleeves from Schaeffler is theirmanufacture by forming technology, without the generation of swarf.The advantages of selector sleeve manufacture at Schaeffler include: 100% inspection of functionally relevant features wide range of designs and variants efficient material utilization high surface quality high reproducibility in the case of off-tool dimensions technological concept for high volumes continuous grain orientation in areas subjected to stresses.A selection of variants of selector sleeves is shown in Figure 3.000908B2Selector sleeveSchaeffler Technologies
Detent struts ARRESPresynchronization in selector hub assemblies from Schaeffleris carried out by so-called detent struts ARRES.Detent struts ARRES are specially designed for the specificapplication. Parameters such as spring force and sliding surfacehave a decisive influence on the gearshift function as well asgearshift comfort and are therefore matched to each transmission.The advantages of detent struts ARRES include: easier mounting due to single piece design a single supplier for the complete component assured quality due to 100% process monitoring no holes required in the selector hub low wear of the guidance surfaces due to optimized surfaces andmaterials.Detent struts ARRES are available in various designs, Figure 4.0008E137 Standard Stepped With wings Flat designFigure 4Detent struts ARRESFurther informationSchaeffler Technologies TPI 178, Detent Struts ARRES – Presynchronization of manualtransmissions.TPI 12517
Selector hub assembliesDesign of the selector sleeveDesign featuresof each selector sleeveRoof angleRecessThe following design features are a part of each selector sleeve:The roof angle is matched to the teeth of the synchro outer ring.It can be designed as symmetrical, asymmetrical and with differentangles.The recess prevents, for example, the clutching teeth on the selectorsleeve separating from the gear cone body in the engaged condition.Presynchronization slotThe detent struts engage in the presynchronization slot ofthe selector sleeve. The ramp profiles on both sides ensure that,when the selector sleeve is displaced, the detent struts are movedas well, are pressed axially against the synchro outer ring and thusactivate presynchronization.The profile of the presynchronization slot also influences gearshiftcomfort.Gearshift fork slot andthrust washersThe gearshift fork locates in the gearshift fork slot. It presses againstthe thrust washers and thus displaces the selector sleeve in an axialdirection during gearshift.Clinch/butt jointSelector sleeves from Schaeffler have, depending on their design,a clinch or a butt joint. This feature can be attributed to themanufacturing process. The resulting gap in the teeth can be used asan aid for mounting the selector sleeve in the correct position.Additional design features18The design of the selector sleeve is characterized by numerousdesign details, Figure 5 and Figure 6, page 19.TPI 125Depending on the requirements of the customer, other designfeatures can additionally be integrated:Reduced tooth heightIn order to improve the strength of the selector hub, it may benecessary to radially increase the critical cross-section in the areaof the pockets for the detent struts. The necessary space is createdby reducing the height of the teeth on the selector sleeve.Guidance gapsGuidance gaps give optimized guidance of the synchro rings duringgearshift.Different tooth lengthsThe relevance of wear or comfort as requirements may necessitatedifferent tooth lengths within a selector sleeve. A distinction is madebetween synchronization teeth and clutching teeth.Schaeffler Technologies
Tooth roof pitch angleThe tooth roof pitch angle describes the pitch of the roof apex,ensures easier meshing of the clutching teeth and thus assists inachieving gearshift comfort.End position locksEnd position locks restrict the travel of detent struts in the engagedcondition and prevent their dislocation.End stopThe end stop restricts the axial travel distance of the selector sleeve. Roof angle Recess Presynchronization slot Gearshift fork slot,symmetrical to base component Gearshift fork slot,asymmetrical to base component Thrust washers Tooth roof pitch angleEnd stop0008E920Figure 5Design featuresof selector sleeves Clinch Butt joint0008F620Figure 6Selector sleeveswith clinch and butt jointSchaeffler TechnologiesTPI 12519
Selector hub assembliesDesign softwareFigure 7Design software20TPI 125In the development of selector hub assemblies, Schaeffler usesstate of the art design and calculation software.The programs used facilitate: comprehensive 3D modeling analysis and matching of the tolerance chain design of the synchronizer in the contextof the transmission system optimization of component strength.Selector hub assemblies are modeled in a 3D CAD system, Figure 7.The geometrical data can therefore be compared at any time withthe adjacent construction.In addition to studies of design envelope, tolerance analyses arealso carried out in 3D.000901EBDesign andcalculation softwareSchaeffler Technologies
Figure 8Tolerance analysisSchaeffler TechnologiesThe 3D tolerance analysis investigates how the tolerances ofthe individual components of a synchronization system affectthe complete system. The objective is optimum matching ofthe tolerance chain in relation to the function of the completesystem.In the different synchronization stages (neutral, presynchronization,main synchronization, engaged), measurements relevant to thespecific function are carried out.The software determines the tolerance chain and analyzes theinfluence of tolerances on a defined closed component (measurement). The results given by the analysis are the arithmetic extremevalues (worst case), the standard deviation of the tolerance chain,the sensitivity of the dimensions examined and the influence ofthe dimensions examined on the total deviation. On the basis ofthe results, the arithmetic and statistical deviations are determinedand compiled in a results list.In the example, a complete synchronization system wasinvestigated in relation to the effects of individual part toleranceson the complete system, Figure 8.0008F5B23D tolerance analysisTPI 12521
Selector hub assembliesFigure 9BEARINXInput dataResultsVariant calculation22TPI 125With the development of BEARINX, Schaeffler has created one ofthe leading programs for the calculation of rolling bearings in shaftsystems and of linear guidance systems. The program facilitatesthe detailed analysis of rolling bearings in a shaft system. The entirecalculation is carried out in a comprehensive calculation model,on all levels starting from the complete system down to theindividual rolling contact.A special additional module in BEARINX facilitates the designof synchronizers for manual transmissions, Figure 9.00090206Design using BEARINXThe input data for the design of a synchronizer in BEARINX are: transmission structure and power flow mass moments of inertia design envelope slippage time gearshift force increase in gearshift force torque losses.The results in the design of a synchronizer in BEARINX are: speed differentials geometry of the blocking teeth geometry of the synchro rings selection of the friction system.Due to its automated variant calculation function, the program isan important tool in system design.Schaeffler Technologies
FEM calculation softwareThe mechanical stresses on the components of a selector hubassembly or a gear set are calculated, starting from threedimensional modeling, through the use of the Finite Elementmethod, Figure 10 and Figure 11.This makes it possible, as early as the development stage, to ensurethat selector hub assemblies fulfill the customer requirements forcomponent strength and torque transmission.0008F5E9Figure 10FEM calculation:networked assembly Initial design Optimized design0008F604Figure 11FEM calculation:stress distribution (dynamic)Schaeffler TechnologiesTPI 12523
Selector hub assembliesFigure 12Interactive gearshift simulator24TPI 125The interactive gearshift simulator makes it possible to predictand display the effects of geometrical changes to components ofthe synchronizer or the gearshift unit on the gearshift sensation.The simulation is based on a design program that is integrated inthe development software and calculates the gearshift forces.The gearshift forces calculated in this way are then transmitted tothe simulator gearstick in such a way that they can be experienced asa gearshift feel, Figure 12.Through the simulation of design changes and the comparison ofvariants, the number of iteration loops in the development processcan be reduced.0008E92AInteractive gearshift simulatorSchaeffler Technologies
Test methodsfor product developmentVersatile test devices are available for the development of selectorhub assemblies. The test methods described below and theassociated test rigs are important examples taken from the extensivetesting portfolio.In addition to values such as fatigue strength and operating lifethat are clearly defined and quantifiable, other characteristics suchas gearshift comfort can also be investigated.Operating life and functional testingin the transmissionIn long term tests, function over the entire operating life of the transmission is studied. The test rigs can also be used, however, for purefunctional measurements. For example, gearshift forces can bedetermined by the use of a gearshift robot.The advantage of testing of gearshift systems in the completetransmission compared to testing in a subsystem is that the testconditions can be matched particularly closely to the application.A large number of parameters such as torque, gearshift forces,oil flow quantity or oil temperature can be controled in accordancewith the test specification or measured as part of the test result.Various test rigs allow matching to different vehicle types. In the simplest case, the drive and load are simulated by two electric motors.With the use of three electric motors, it is possible to simulatedifferent speeds of the drive wheels and thus travel around a corneror bend, Figure 13.0008E094Figure 13Operating life and functional testingin the transmissionOperating life and functional testingof the synchronization subsystemSchaeffler TechnologiesIn addition to testing in the complete transmission, the operating lifeand function of synchronization systems are also investigated inso-called synchro test rigs. The object of the test is a unit comprisingtwo gear wheels and the components arranged between them (gearcone body, synchro rings, selector hub, selector sleeve and detentstruts). In contrast to testing in the transmission, this specificallytests the gearshift function but not the transmission of torque.TPI 12525
Selector hub assembliesMeasurement of gearshift comfortin the vehicleFigure 15Measurement of gearshift comfortin the vehicle26TPI 1250008E098Figure 14Measurement of gearshift comfortin the transmissionDespite the use of versatile simulation tools in the developmentprocess, extensive experimental studies are carried out to assessgearshift comfort. The focus of these studies is on determiningthe gearshift and selection forces occurring when changing gear.Comparisons can thus be made between simulated and measuredforces, Figure 14.One the test rig tests have been completed successfully, the gearshift components are instaled in vehicles and assessed in relationto gearshift comfort.The capture of gearshift forces and speeds by measurement technology makes it possible to take account of the individual influenceof operators and their different gearshift behavior in the assessmentof gearshift comfort. In addition, automated data capture facilitateslong term monitoring under actual operating conditions in thevehicle, Figure 15.0008E09CMeasurement of gearshift comfortin the transmissionSchaeffler Technologies
Fatigue strength testingThe fatigue strength of a synchronization system is tested onthe pulser by means of defined force applications. The test structurefacilitates testing under torsion load, Figure 16. Selector sleeve Gear wheel0008E2BEFigure 16Fatigue strength testingunder torsion loadTest methods for confirmationof manufacturing processesManufacturing processes are confirmed using both static as well asdynamic test methods.Static washer separation testingThe objective of this test is to demonstrate the strength of the weldconnections between the thrust washers and the sleeve body.The thrust washers are subjected to a defined force in an axialdirection, Figure 17, .Static tear strength testingThe objective of this test is to demonstrate the strength of the weldseam in the clinch or butt joint area. The weld seam is subjectedto a defined force in accordance with the tensile test principle,Figure 17, .0008E2BA Static washer separation testing Static tear strength testingFigure 17Static tests on selector sleeveSchaeffler TechnologiesTPI 12527
Selector hub assembliesDynamic axial loadingof selector sleeveDynamic radial loadingof selector sleeveThe objective of this test is to demonstrate the fatigue strengthof the weld connections between the thrust washers and the sleevebody.The objective of this test is to demonstrate the fatigue strengthof the weld seam in the clinch or butt joint area, Figure 18.Figure 18Dynamic radial loadingof selector sleeveDynamic gearshift fork testing28TPI 1250008E2B6Source:Fraunhofer LBFThe objective of this test is to investigate the wear behavior ofthe friction combination between the gearshift fork and the selectorsleeve. The selector sleeve is rotated at a defined speed.At the same time, the gearshift fork meshing in the gearshift fork sloton the selector sleeve is subjected to a dynamic axial load.In order to investigate the strength under misuse, the axial force canbe increased to 5 kN.Schaeffler Technologies
8E9200088E8AAvailable designsTooth setDimension table · Dimensions in mmDesignationMaximumtorqueDimensionsA1)ETooth setFG1)NmRoofangle1)2)BCDPositionModulus of gearshiftfork relativeto base body1) S11 lS21 31 alS41 S51 1 71 600104,195,55
6 TPI 125 Schaeffler Technologies Synchronization systems Synchronization is derived from the Greek syn (together) and chronos (time) and is defined as "ensuring the occurrence in unison of two events or processes". Function Synchronization systems in manual transmissions match the differ- ent speeds of the gear wheel to be engaged and the transmission
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BS-Q54TVJ Branch Selector Unit EDUS391434-B Single Branch Selector Unit BSQ36-96TVJ Multi Branch Selector Unit BS4-12Q54TVJ. EDUS391434-B Table of Contents 1 1 2 3 . RWEYQ-PC and REYQ-PC series. EDUS391434-B Specifications BSQ-TVJ 11 2 2. Specifications Notes:
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