A synchronizer is provided for torsionally connecting a gear to an axially aligned shaft. The synchronizer includes a hub connected with the shaft, a sleeve having an inner diameter with spline teeth for torsional connection with the hub being axially movable upon the hub, a blocking ring torsionally connected on the hub having an angular lost motion relationship with the sleeve, the blocking ring having at least a first annular conical friction surface orientated radially inward and axially toward the hub and a second annular conical friction surface oriented radially inward and axially outward from the hub, the blocking ring having blocking cogs preventing axial movement of the sleeve toward the gear when the gear is in a non-synchronous condition, and an engagement ring for fixed connection with the gear, the engagement ring having a complementary annular conical friction surfaces.

A combined power take-off and synchronizer assembly selectively connects a source of rotational energy to a driven accessory includes a power take-off portion that includes an input mechanism that is adapted to be rotatably driven by a source of rotational energy and an output mechanism that is rotatably driven by the input mechanism. The combined power take-off and synchronizer assembly also includes a synchronized clutch portion that selective connects the output mechanism of the power take-off portion to an output shaft that is adapted to be connected to a rotatably driven device.

A synchronizer-mechanism-equipped transmission capable of moving tips of sleeve teeth and ring teeth away from butting each other by moving a synchronizer sleeve with biasing means even if the tips of the sleeve teeth and ring teeth are in contact when actuator driving stops. When sleeve teeth of a synchronizer sleeve that moves during gear shifting are located at a first synchronization position where the sleeve teeth begin to come into contact with ring teeth, a pressing member of a detent mechanism is in contact with a pre-gear-shifting detent recessed portion of a star cam.

A clutch may include a hub configured to be constrained to a rotation shaft; a sleeve configured to be straight slidably disposed on an external circumferential surface of the hub; a clutch gear configured to be disposed to be relatively rotatable with respect to the rotation shaft; a first friction ring configured to be mounted between the clutch gear and the hub; a key configured to be mounted between the sleeve and the hub; and a displacement changing portion configured to change a relative rotation displacement of the first friction ring with respect to the hub to an axial linear displacement of the first friction ring.

A method for synchronizing a first drive element rotatable about an axis of rotation with a second drive element rotating about the axis of rotation at a target speed, of a powertrain of a motor vehicle, in which a synchronizing force is exerted on a synchronizing unit by an actuator. A speed, at which the first drive element rotates about the axis of rotation is adapted by the synchronizing unit to the target speed. The synchronizing force is increased during a first time span, so that the speed approaches the target speed. The synchronizing force is continuously reduced during a second time span following the first time span, before the speed corresponds to the target speed.

A shifting device for a motor vehicle transmission has a first coupling component, a second coupling component rotatable about a transmission axis (A), an inner friction ring which has a conical surface on a radially outer face, an outer friction ring which has a conical surface on a radially inner face, and an intermediate friction ring having a C-shaped ring cross section, including a friction cone connected to the second coupling component for joint rotation with and for axial displacement with respect to the second coupling component, while the inner friction ring and the outer friction ring are connected to the first coupling component for joint rotation with and for axial displacement with respect to the first coupling component. The friction cone extends between the conical surfaces of the inner friction ring and outer friction ring.

A clutch structure of a transmission includes: a hub secured to a rotating shaft, a sleeve mounted on the hub so as to slide linearly, a clutch gear to rotate relative to the rotating shaft and integrally formed with a clutch cone, a first friction ring provided between the clutch gear and the hub to be pressed toward the clutch gear, a second friction ring having an inner surface to contact an outer surface of the clutch cone, and a middle cone having an inner surface to contact an outer surface of the second friction ring and an outer surface to contact an inner surface of the first friction ring. Each of the second friction ring and the middle cone is provided with a friction member on at least one of an inner diameter portion and an outer diameter portion each of the second friction ring and the middle cone.

Friction ring for a synchronization unit of a gear changing transmission. The friction ring, when in an uninstalled state, is circumferentially pre-loaded and includes an annular front side, an annular rear side, a conical inner friction surface, a conical outer installation surface, and a first separation surface facing and in contact with a second separation surface and defining a circumferential separation area in the friction ring. The friction ring is prevented from contracting radially and circumferentially by said contact and is capable of expanding radially and circumferentially while being circumferentially pre-loaded.

A transmission for an at least partially electrically driven vehicle includes a rotor shaft of an electric machine, an input shaft, and a synchronization device arranged to couple the input shaft to the rotor shaft. The synchronization device includes a first synchronization ring connected to the rotor shaft for conjoint rotation, a second synchronization ring, a friction disk located axially between the first synchronization ring and the second synchronization ring, a clutch body connected to the input shaft for conjoint rotation, and a sliding sleeve, axially slidable along the clutch body to initiate synchronization of the first synchronization ring and the second synchronization ring for conjoint rotation to couple the rotor shaft to the input shaft. The first synchronization ring may have a cone for receiving the second synchronization ring.

A shifting device for a motor vehicle is described, comprising a first coupling component which is adapted to be selectively rotationally coupled to a second coupling component with a form-fit. In an open state, the first coupling component is rotationally decoupled from the second coupling component. In a frictional fit state, the coupling components are rotationally coupled with a frictional fit via a first frictional fit ring and a second frictional fit ring. In a form-fit state, an actuating ring is rotationally coupled to the first coupling component and the second coupling component with a form-fit such that the latter are connected with a form-fit. A motor vehicle transmission, in particular a fully automatic stepped transmission having such a shifting device is additionally presented.