PROCESSING AND PERFORMANCE OF PM SYNCHRONIZER

RINGS WITH FRICTION LININGS

Lorenz S. Sigl, Günter Rau

Sinterstahl GmbH
Hiebelerstraße 4
D-87629 Füssen, Germany

Bernd-Robert Höhn, Hermann Pflaum

Gear Research Center (FZG)
Technical University of Munich
Boltzmannstraße 15
D- 85747 Garching, Germany

ABSTRACT

Frictional linings in PM synchronizer rings were evaluated on a ZF/FGZ-SSP180 synchro test-rig with
respect to their tribological properties and wear behavior. Carbon-filament based linings were compared to
a sintered frictional reference material. It was found that the woven carbon materials are inferior to sintered
linings in terms of the magnitude of the friction coeffcient, endurance behavior and wear resistance. Thus
woven carbon fabrics have only limited capability to serve as a friction material in synchro-systems.
Specifically, they increase the risk for breakdown of the synchromesh systems with respect to locking
synchronisation.

KEY WORDS

PM synchronizer rings, carbon friction linings, sintered friction linings, tribological performance, wear
resistance

INTRODUCTION
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Manual transmissions for passenger cars and trucks are equipped with synchromesh systems for the smooth
and easy shifting of gears. For the correct operation of a transmission as well as for the driver's shifting
comfort, the performance of such synchronizer units is critical, i.e. reliability and comfort requirements
must be met by a synchro-system. During gear change the synchromesh ensures synchronized running of the
shafts and gears to be engaged. The synchronisation process requires acceleration or deceleration of the gears
against the inertia of the transmission. This is achieved by a friction clutch, typically a cone type clutch,
which is equipped with a blocking mechanism to prevent "through shifting" unless speeds are synchronized.
Besides providing suitable frictional and wear properties, synchronizing components also need to be
balanced in terms of wear, strength requirements, accuracy/tolerances of the ring body and, specifically from
a manufacturer's point of view, production cost.

Therefore, most low-torque transmissions are still equipped with threaded brass synchronizer rings which are
mated by a clutch cone comprising a hardened steel surface. High torque transmissions, however, require
synchro-rings which consist of a high strength, wear-resistant steel-body and a tailor-made friction material
bonded into the cone section of the ring [1-4]. A typical example for such a synchro-ring consisting of a PM
steel-body and a sintered frictional lining is shown in Fig. 1.

100 mm

Fig. 1: Synchronizer ring made of PM-steel with frictional lining in the cone section

Generally, dynamic friction between lining and cone should at least match the level of static friction.
Specifically, the average coefficient of friction (CoF), µavg, should be high to achieve short synchronizing
time and low shift forces respectively . The minimum coefficient of friction, µmin, must always stay above the
design limit for safe synchronisation, µlimit, to ensure secure blocking during synchronisation. Furthermore,
friction should be constant throughout the life time of the transmission. With respect to high endurance life,
wear of the friction lining should be small. Thus friction materials which combine a high coefficient of
friction with high wear resistance are most favorable.

Traditionally, friction materials in PM synchronizer rings are either Mo-coatings or sintered friction linings§.
Carbon materials, which promise improved oil compatibility, were suggested earlier to improve the
performance of frictional elements in synchro-systems [5,6], but only recently have such systems been
explored in more detail. The present paper examines and compares the synchro-performance of commercial
carbon linings with a sintered reference lining by evaluating the tribological performance and wear resistance
on a standard synchronizer test-rig.

SYNCHRONIZER RINGS AND FRICTIONAL LAYERS

§ Sintered friction linings are porous bronze- or brass-alloys containing frictional (e.g. particulate silicates, silica) and sliding elements (e.g. graphite)
which are sintered onto a carrier such as strip steel

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Synchronizer rings were manufactured from ferrous powder (0.2 wt.% C, 1.2 wt.% Mo (prealloyed), 1.0
wt.% Ni, 1.0 wt.% Cu both diffusion-alloyed) by standard processes including powder mixing, pressing to a
density of 7.0 g/cm3, sintering in endo-gas at 1120 °C, sizing and plasma-nitriding as described in [2,3].

Two commercial carbon linings designated CL I and CL II (Fig. 2a,b) were bonded to the ring-body using a
high temperature setting adhesive. Both carbon linings are based on woven filaments: CL I is a fabric woven
from continuous filaments (Fig. 2a), whereas CL II consists of copped spun carbon filaments (Fig. 2b). A
sintered friction lining designated SL6, which has been described and characterized elsewhere [2-4], was
used as a reference material. The SL6 lining was fixed into the synchro-ring by capacitor discharge welding
[2]. The macro-structure of the three linings is displayed in Figs. 2 a-c.

5 mm
(a) (b) (c)

Fig. 2: Macro-structure of frictional linings in the cone section of PM synchronizer rings: (a) carbon-lining CL I, (b) carbon-lining
CL II, (c) sintered lining SL6

EXPERIMENTAL

A standard synchronizer-test-rig ZF/FGZ-SSP180 (Fig. 3), as used in the Gear Research Center (FZG) of the
Technical University of Munich [4], is an established tool to evaluate friction and wear properties of friction
materials in synchro-systems under varying loads.

For a quick evaluation of the friction behavior under varying loads the "p-n load-step" test is a well accepted
method. In this test 1,000 cycles are carried out at each load step. The load steps include a systematic
variation of the pressure p via the axial force Fa (Fig.4-6), and of the rotational speed differential ∆n.
Simultaneously, the thermal loading due to friction loss, q, is also varied in the p-n load-step test. The
pressure steps and the rotational speed difference for the load-stage-tests were set to p = 3 – 5 – 7 MPa and
∆n = 800 – 1100 – 1600 rpm respectively. The friction loss at these conditions is q = 0.12 – 0.25 – 0.5
J/mm2. These loading conditions are well established for the testing of synchro-systems.

In a second test the endurance behavior, i.e. the long term friction and wear characteristics, of the
synchronizer system was investigated by running long-term cycles at constant pressure of 5 MPa and a
constant rotational speed differential ∆n = 1600 rpm for up to 100,000 cycles (Fig. 7-8). All tests were
carried out in a single-cone set-up (system: Borg-Warner) in EP transmission oil (Spirax Ma 80 W) at a
temperature fixed at 80 oC. In each shifting cycle the pressure p is predetermined and the resulting friction
torque is measured as a function of time. The coefficient of friction µ and other parameters such as
synchronisation time can be readily evaluated from these data [4].

RESULTS

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FRICTION BEHAVIOR UNDER VARYING LOADS (STEP TESTS)

Fig. 4 illustrates the friction behavior of the sintered friction reference material SL6. The average coefficient
of friction, µavg, and the minimum CoF, µmin, are plotted versus the number of shifting cycles. In the first
stage of loading, i.e. until cycle #1.000, friction decreases slightly to a level of µavg ≈ 0,11 and µmin ≈ 0,10.
By increasing the pressure to p = 7 MPa and the rotational speed to ∆n = 1600 rpm (q = 0.5 J/mm2), the
average friction drops slightly to µavg ≈ 0.095-0.115 and the minimum friction varies in the interval µmin ≈
0.09-0.10. Generally, the level of friction is always sufficient for synchronization purposes.

The friction behavior of the two carbon friction materials, as shown in Figs. 5 and 6, is virtually identical.
However, it differs considerably from the performance of the sintered lining. At the end of the first load
stage the average and minimum friction coefficients of CL I and CL II are about equal, i.e. µavg ≈ µmin ≈ 0.11.
However, upon increasing pressure and rotational speed, friction decreases continuously to values of µavg ≈
µmin ≈ 0.085 at p = 7 MPa and ∆n = 1600 rpm, and thus is significantly lower as compared to SL6.

∆n

∆n0
Fs s

Fa

I II
TR

Fig. 3: Schematic of the Synchronizer-Test-Rig ZF/FZG-SSP180

ENDURANCE BEHAVIOR

Since the carbon linings behaved very similar in the step tests, only carbon variant CL II was subjected to the
endurance test. The results of these tests (p = 5 MPa, ∆n = 1600 rpm, q = 0.5 J/mm2) are shown in Figs. 8 a-
c. The corresponding results of the sintered lining SL6 are displayed in Figs. 7 a-c.

Obviously, the sintered friction lining SL 6 runs up to 100,000 shifting cycles without failure. Axial wear is
1.2 mm corresponding to an average axial wear rate of 12 µm/1000 cycles. In the course of the endurance
test the CoF decreases from µavg ≈ µmin ≈ 0.105 at the beginning to µavg ≈ 0.95 and µmin ≈ 0.075 after 100,000
cycles. It should be noted the condition µmin > µlimit is satisfied throughout the whole liefe-time such that the
blocking mechanism is always operative.

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Fig. 4: Trend plot of CoF in p-n-load-step-test for sintered friction lining SL6

Fig. 5: Trend plot of CoF in p-n-load-step-test for carbon lining CL I

Fig. 6: Trend plot of CoF in p-n-load-test for carbon lining CL II

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Fig. 7: (a) Endurance test of sintered friction lining SL6: CoF and axial wear as a function of shifting cycles

Fig. 7: (b) Cycle #500 of endurance test of friction lining SL6

Fig. 7: (c) Cycle #100,000 of endurance test of friction lining SL6

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Fig. 8: (a) Endurance test of sintered carbon lining CL II: CoF and axial wear as a function of shifting cycles

Fig. 8: (b) Cycle #500 of endurance test of carbon lining CL II

Fig. 8: (c) Cycle #75,000 of endurance test of carbon lining CL II

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In the carbon material, the coefficient of friction decreases much more rapidly than in the sintered linings.
Starting from µavg ≈ µmin ≈ 0,10 (cycle #500), the minimum CoF decreases to µmin ≈ 0,075 after 22,000 cycles
and reaches a level of µmin ≈ 0,065 after about 45,000 cycles. At this level blocking of “through shifting”
before synchronization is no longer feasible, i.e. the synchro-system becomes insecure. After restart of the
rig, friction recovers and starts at a CoF level of µmin ≈ 0,085, at which blocking becomes once more secure,
but rapidly decreases again towards an unacceptable level of µmin ≈ 0.065. The test had to be stopped after
96,600 cycles due to clashing of the synchronizer as a consequence of the low coefficient of friction. The
average CoF µavg in CL II assumes a value of ≈ 0.090, which is also somewhat below the sintered lining.

Axial wear of the carbon lining CL II after 96,000 cycles is 1.2 mm corresponding to an average axial wear
rate of 12 µm/1000 cycles, i.e. wear in CL II and in SL 6 is virtually identical.

In addition to the trend plots, Figs. 7b,c and 8b,c illustrate the frictional behavior at selected shifting cycles.
Plots of single shifts at the beginning and at the end of the endurance test document the basic differences in
friction behavior between both types of linings. In both cases, dynamic friction starts at a fairly constant
level at shifting cycle #500, i.e. µavg ≈ µmin in both friction materials. After some 10,000 thousands of cycles
however, friction at the beginning of sliding contact has clearly decreased, yet significantly more in the
carbon lining as compared to SL6; thus blocking becomes jeopardized in the carbon lining throughout the
synchronization phase.

CONCLUDING REMARKS

The friction and wear properties of carbon and sintered friction linings, were evaluated on a SSP180 synchro
test-rig using the p-n-load-stage-test and the endurance tests. The materials show distinctly different
frictional characteristics at all loading levels. While the performance of both linings is sufficient in the early
stages of life-time, the friction of carbon linings drops progressively to a level of µmin ≈ 0.065 at 45,000
shifting cycles. At this level secure blocking of through-shifting before synchronization is no longer ensured.
However, wear of carbon linings and of sintered linings is virtually identical. Nevertheless carbon linings
based on woven fabrics bear a significant risk for improper functioning of synchronizer systems.
Specifically, they increase the risk for breakdown of the synchromesh systems with respect to locking
synchronisation.

REFERENCES

1. "Reibkupplungen oder -bremsen mit einem Reibkörper, bestehend aus Trägerblech und
Streusinterbelag", European Patent # 162,393, (1985)
2. Krehl M. and Rau G., "PM synchronizer rings ready for installation, completed with PM friction
layers", in Designing for High Performance PM Automotive Components, EURO PM1997 Conference
Proceedings, European Powder Metallurgy Association, Shrewsbury, UK
3. Krehl M. and Rau G., "Application of PM materials in synchronizer rings", in Materials and Processing
Trends for PM Components in Transportation, EURO PM2000 Conference Proceedings, European
Powder Metallurgy Association, Shrewsbury, UK, pp.205-209
4. Höhn B.R., Pflaum H., and Geier N., "Sintered friction materials for manual transmission
synchronizers", in Materials and Processing Trends for PM Components in Transportation, EURO
PM2000 Conference Proceedings, European Powder Metallurgy Association, Shrewsbury, UK, pp.241-
248
5. Winckler P.S., "Clutch with pyrolitic carbon friction material", U.S. Patent # 4,700,823, (1987)
6. Fox J.R. and East D.B, "Bonding woven carbon fabric friction materials", U.S. Patent # 4,778,548,
(1988)

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