Integrated transmission speed synchronizer system

Abstract

The present invention relates to a synchronizing system comprising a drive gear, a first driven gear and a second driven gear, where first driven gear and second driven gear are arranged along an axis and the synchronizing system comprising means for i) synchronizing the drive gear with the first driven gear if the synchronizing means are switched to the first gear and ii) synchronizing the drive gear with the second driven gear if the synchronizing means are switched to the second driven gear, characterized in that the first driven gear and the second driven gear are formed and are positioned relatively to each other in such a manner that they form a hollow space in an area closer to the axis than the radial periphery of the first driven gear and the radial periphery of the second driven gear in which a hollow space the synchronizing means are located.

Description

[0001] Integrated transmission speed synchronizer system

[0002] Within modern transport vehicles the means of propulsion is commonly the Internal Combustion engine (ICE) and due to the general operating range of engine RPM’s a transmission (MT, DCT or AMT) is required for the driver to be able regulate the speed to the driving road wheels. MT stands for manual transmission, DCT stands for dual clutch transmission, AMT stands for automated manual transmission. Within this document we will only refer to MT, DCT and AMT type transmissions - synchronized.

[0003] This speed regulation is achieved through various gear ratios to either slow down or speed up the vehicle. The change is gear ratio is obtained by a mechanical “Synchronizer System”. Various iterations of design are available but the most common is the “Borg Warner” type synchronizer.

[0004] A synchronizer is essentially a conical clutch used to generate friction between two separate sides of transmission (input - output) which rotate at different angular velocities. The friction generates a cone torque which either accelerates or decelerates the speed difference until parity is achieved which is called “Synchronization”. Following this event, a mechanical coupling is obtained across each side of the transmission (input - output) and torque transfer is achieved. This is a very simplistic explanation of a gear change, as many additional shift events are required in order to make a successful gear selection.

[0005] These synchronizers have been applied to Manual Transmissions (MT), Dual Clutch Transmissions (DCT) and Automated Manual Transmissions (AMT) but the function and architecture within each type of transmission is generally the same. Variations of design can be applied to increase the working capacity of a single cone synchronizer by the addition of “Multi-cone” designs which can increase cost and complexity, such as triple cone and dual cone configurations.

[0006] Depending on transmission layout, the synchronizers can be situated on either the input or output shafts and are located between a set of gears, such as first, second, third and fourth in an MT application, and in DCT / AMT applications can be pared as odd and even, such as first-third, second-fourth. Figure 1 shows the typical components of a dual cone arrangement, comprising a gear wheel 1 , an engagement ring 2 a needle bearing 3 an internal reaction cone 4 an intermediate cone 5 an outer cone 6 (constituting a blocker ring), a drive hub 7 a sliding sleeve 8 and as well a pre-synchronization module 9.

[0007] Figure 2 shows schematically the typical packaging of a synchronizer between gears. Typical synchronizer systems require an axial space (indicated by the arrow) of anywhere between 38mm to 42mm. This is required so as the sliding sleeve and mating shift fork (not shown) can select opposing gears. Figure 3 shows a photograph of such an example with the addition of an arrow showing the required spacing of 38mm to 42mm. Figure 4 schematically shows the location of synchronizers (thick rectangles in the figure) in a FWD transaxle. The typical width is >300mm that is between 300mm and 350mm.

[0008] With the increasing importance of E mobility there is a transition from traditional ICE to electrical power sources. Replacing traditional ICE with electrical power sources means that multi speed transmissions are no longer required. Because of the comparatively narrow RPM range of an ICE multiple gear ratios are required, but this is not so with an electric vehicle (EV) because an electric motor has a much broader range, typically capable of up to 20000 RPM, and a single gear ratio has generally been applied to cover all driving speeds.

[0009] But as the EV market matures there is a desire to further improve the efficiency and performance of these vehicles. At slow speeds and general driving a one speed reduction transmission has been acceptable, but when considering high speed - highway driving a single ratio is not optimal and can cause premature battery drain.

[0010] Range anxiety (Distance limitation on a single charge) is a concern to potential new customers. In addition to this, manufacturers then must size up battery capacity adding weight to the vehicle to try and improve range ability on a single charge.

[0011] This where a “2 - Speed transmission” can improve efficiency and vehicle range and has therefore been a catalyst for the inventor to study potential new solutions.

[0012] Until now there are only a few “High performance vehicles” equipped with 2 speed transmissions. Figure 5 schematically shows such a two speed transmission which is an E axle and figure 6 shows a cutaway section of the same.

[0013] While electric motors run at very high RPM, the EV transmission gear ratio reduces speed. As figure 5 shows the drive gear (input) is considerably smaller than the driven gear which therefore are larger in diameter, thereby reducing the RPM. The synchronizer shown in figure 6 requires approximately 40mm of axial width. The system is installed on the input shaft between pinion gears, the first gear reduction ratio being on the left hand side, the second gear reduction ratio being on the right hand side.

[0014] As explained, there is a need to considerable reduce the size of the space needed by the synchronizer.

[0015] It is therefore an objective of the present invention to reduce the space needed by the synchronizer.

[0016] As already mentioned the axial space between 38mm and 42mm is required so as the sliding sleeve and mating shift fork positioned outside can select opposing gears.

[0017] According to one aspect of the present invention the speed synchronizer is situated internally between the gears. This allows for closer axial positioning of the gears and a considerable reduction of system width and in many cases overall size.

[0018] According to a preferred embodiment of the present invention close to the axis an actuation shaft is internally provided.

[0019] According to a further preferred embodiment of the present invention at least one actuator is foreseen close to the axis.

[0020] According to another preferred embodiment the synchronizer does not foresee a coupling sleeve.

[0021] As mentioned, the driven gears are larger in diameter. If we consider the large diameter of the driven gears, their size can be utilized to integrate the synchronizer into the gear wheel body. This allows to move the gear wheels closer to each other as the synchronizer is inside and no longer “between” the gears. As a consequence, the axial space required can be reduced by approximately 40mm. The axial space required for the synchronizer will definitely be smaller than 40mm.

[0022] Adjustment of the output “Drive to Final Drive gear” might be required and new means of shift activation for example from under the gears through the counter shaft might be necessary. However, these changes can be applied at early stages of the design.

[0023] The invention will now be described in detail by way of examples and with the help of figures. Examples and figures however are not intended to limit the scope of the invention.

[0024] Figure 1 shows the typical components of a dual cone arrangement according to prior art.

[0025] Figure 2 shows schematically the typical packaging of a synchronizer between gears according to prior art.

[0026] Figure 3 shows a photograph of the typical packaging according to figure 2.

[0027] Figure 4 schematically shows the location of synchronizers in a FWD transaxle.

[0028] Figure 5 schematically shows such a two speed transmission according to prior art.

[0029] Figure 6 shows a cutaway section of the transmission of figure 5.

[0030] Figure 7 schematically shows a gear according to a first embodiment of the present invention.

[0031] Figure 8 shows a cross section of a gear module according to an embodiment of the present invention.

[0032] Figure 9 shows the cross sectional view of an integrated 2 speed gear triple cone synchronizer according to a first option.

[0033] Figure 10 shows the exploded view of the synchronizer according to figure 9.

[0034] Figure 11 shows the cross sectional view of an integrated 2 speed gear dual cone synchronizer according to a second option. Figure 12 shows the exploded view of the synchronizer according to figure 11 .

[0035] Figure 13 shows the cross sectional view of an integrated 2 speed gear triple cone synchronizer according to a third option.

[0036] Figure 14 shows schematically the module assembly of the synchronizer according to figure 13.

[0037] Figure 15 shows the exploded view of the synchronizer according to figure 14.

[0038] Figure 16 shows again the schematic cross section of option 1 .

[0039] Figure 17 schematically shows the position of spring clips in figure 16.

[0040] Figure 17.1 shows the schematic cross section of option 1 in a further developed form.

[0041] Figure 17.2 schematically shows the position of spring clips in figure 17.1 according to the further developed form.

[0042] Figure 18 is an assembly view of blocker ring to drive hub.

[0043] Figure 19 is an assembly view of outer cone to blocker rings.

[0044] Figure 20 shows a sectional view of clutching teeth at chamfers of drive hub to blocking ring.

[0045] Figure 21 shows a cross section to illustrate drive hub to opposite blocker ring connection.

[0046] Fig 22 shows a general cross section of system according to the second option.

[0047] Figure 23 shows an illustration of location pockets for spring clip location according to the second option.

[0048] Figure 24 shows an assembly view of blocker ring to sleeve lock according to the second option.

[0049] Figure 25 shows an assembly view of outer cone to blocker ring according to the second option.

[0050] Figure 26 shows a sectional view of clutching teeth at chamfers of sleeve lock to blocker ring according to the second option.

[0051] Figure 27 shows a general cross-sectional view according to the third option. Figure 28 shows a detail view of spring clips and drive locks according to the third option.

[0052] Figure 29 shows an assembly view of blocker ring to drive hub according to the third option.

[0053] Figure 30 shows a sectional view of clutching teeth at chamfers of drive lock to blocker ring according to the third option.

[0054] Figure 31 shows a plan view of clutching teeth at chamfers of drive look to blocker ring according to the third option.

[0055] As mentioned figures 9 and 10 show a synchronizer according to a first option. This is as well shown in figure 16. This is with a sliding drive hub and external clutching teeth.

[0056] The following explanation is intended to explain how a high or low gear ratio is obtained via an integrated synchronizer system used to select a chosen ratio by gear selection.

[0057] The system operation is achieved by linear movement under force of a singular drive hub 1 energizing spring clips 2 in an axial direction parallel to counter shaft 3.

[0058] Drive hub movement is obtained via connection to shift guide elements 4 located in keyways 5 constructed in counter shaft 3 located under speed gear 6 and connected via splines to countershaft 3 shown at 7. Whenever keyways are used in the frame of the present invention, they for example in most cases could be 3 x 120° keyways.

[0059] Shift guide elements are attached to external activation (not shown) exerting force required. Low ratio speed gear 8 and high ratio speed gear 6 rotate on countershaft 3 on bearing 9 for example NRB and bearing supports 10.

[0060] Spring clips 2 are seated into location pockets 11 of the drive hub 1 . This is shown in more detail in figure 17. It is an illustration of pocket void for spring clip location.

[0061] The location pockets are intended to prevent high speed [1 / min] “Lift off” of the spring clips 2 caused by centrifugal forces.

[0062] Figure 17.1 shows the schematic cross section of option 1 in a further developed form and figure 17.2 schematically shows the position of spring clips in figure 17.1 according to the further developed form. As can be seen in figures 17.1 and 17.2 the further developed form shows a different design of the spring clips 2 leading to a simplified and improved assembly and manufacture.

[0063] In particular, the further developed form provides a simplification of the spring design, a simplification of the sleeve drive pocket design, an increased cross-sectional strength at pocket to internal spline as well as an easier assembly of the spring to the sleeve drive.

[0064] The spring clips 2 can be made of a metallic material, in particular of steel or of polymer-based materials.

[0065] At high rotations (RPM), in particular the spring clip according to the further developed form is restricted in the pocket to prevent radial lift off due to centrifugal forces.

[0066] Blocker rings 12 are radially connected to drive hub 1 by indexing lugs 13 positioned in indexing grooves 14 applied to the drive hub 1 as shown in more detail in figure 18.

[0067] Linear contact between drive hub 1 and spring clip 2 causes axial loading on blocker ring 12 by spring clip 2 which in turn causes a friction force to be generated between conical surfaces 15 of blocker ring 12, intermediate cone 16 and outer cone 17.

[0068] Resulting friction forces causes a rotation of blocker ring 12 until contact is made with drive hub 1 .

[0069] Contact between blocker ring 12 and drive hub 1 is obtained at blocker ring index lugs 13 and drive hub pockets 14.

[0070] Continued linear movement of drive hub 1 increases axial loading on blocker ring 12 by spring clip 2 which increases friction force at conical surfaces 15.

[0071] Outer cone 17 is connected to blocker ring 12 by connection lugs 18 into pockets 19. Intermediate cone 16 is connected to speed gear either 6 or 8 depending on required gear ratio change. Details of the assembly of the outer cone blocker ring are shown in figure 19.

[0072] This connection is obtained by intermediate cone 16 locking lugs 20 inserted into either speed gear 6 or 8 at pockets 21 . Continued axial movement of drive hub 1 by shift guide elements 4 compresses spring clips 2 radially allowing for spring clips 2 to move axially past blocker ring and drive hub 1 to contact blocker ring 12 at chamfers 22 of blocker ring and 23 of drive hub.

[0073] This chamfer contact further increases friction force at conical surfaces 15. This increase in friction force starts to synchronize the speed difference between speed gear 6 or 8, intermediate cone 16 and drive hub 1 , blocker ring 12, outer cone 17 and counter shaft 3.

[0074] Rotational drag of either speed gear 6 or 8 causes opposing frictional contact at chamfers 22 of blocker ring 12 and chamfers 23 of drive lock 1 to prevent drive lock 1 advancing axially until speed synchronization is achieved.

[0075] Once speed differentials achieved zero the opposing drag force at the chamfers 22 and 23 is removed and axial loading of the drive hub 1 re-indexes the blocker ring 12 to allow free travel of the drive hub 1 to pass through blocker ring teeth 24.

[0076] When contact between chamfers 23 of drive hub 1 and either speed gear 6 or 8 is made at speed gear chamfers 25 the axially loading rotates the speed gear 6 or 8 to allow for the drive hub 1 to travel to full engagement. At this stage of gear selection, torque transfer is achieved, and a new output RPM obtained.

[0077] To prevent disconnection from the drive hub 1 of the opposite blocker ring 12 provision is made by shoulder stop extensions 26 applied to the drive hub 1 on the outer circumference that ensure overlap to the blocker ring 12 is maintained.

[0078] To select the opposite gear ratio either 6 low or 8 high the shift elements 4 are actuated in the direction of chosen gear ratio. This motion exerts an axial force on drive hub 1 and disconnects from selected gear wheel either 6 or 8.

[0079] The sequence of events as described is then repeated in the opposite direction to engage chosen gear ratio.

[0080] The system also does not limit the use of materials for the synchronizer and can be applied as pressed steel, powder metal, forged brass or forged steel.

[0081] The drive hub can be made for example from but not limited to machined steel, forged steel and / or powder metal or a combination thereof. The shift elements can made for example from machined steel, and / or forged steel and / or machined.

[0082] Spring clips can be made for example from spring steel - sheet.

[0083] In a preferred embodiment the friction material on synchronizer comprises and / or is EF®5010 I EF08000.

[0084] According to a second option the design is realized with a sliding sleeve lock and internal clutching teeth.

[0085] A cross section of this second option is shown in figure 22.

[0086] The following explanation is intended to explain how a high or low gear ratio is obtained via an integrated synchronizer system used to select a chosen ratio by gear selection.

[0087] The system operation is achieved by linear movement under force of a singular sleeve lock 1 energizing spring clips 2 in an axial direction parallel to counter shaft 3 as shown in Figure 22.

[0088] Sleeve lock movement is obtained via connection to shift guide elements 4 located in keyways 5 constructed in counter shaft 3 located under speed gear assembly 6 and connected via splines to countershaft 3 shown at 7.

[0089] Shift guide elements are attached to external activation (not shown) exerting force required.

[0090] Low ratio speed gear assembly 8 and high ratio speed gear assembly 6 rotate on countershaft 3 on bearings 9, for example NRB and bearing supports 10.

[0091] Spring clips 2 are seated into location pockets 11 of the sleeve lock 1 , as shown in figure 23.

[0092] Blocker rings 12 are radially connected to sleeve lock 1 by indexing pockets 13 positioned over indexing lugs 14 applied to the sleeve lock 1 , as shown in figure 24.

[0093] Linear contact between sleeve lock 1 and spring clip 2 causes axial loading on blocker ring 12 by spring clip 2 which in turn causes a friction force to be generated between conical surfaces 15 of blocker ring 12, intermediate cone 16 and outer cone 17. Resulting friction forces causes a rotation of blocker ring 12 until contact is made with sleeve lock 1 .

[0094] Contact between blocker ring 12 and sleeve lock 1 is obtained at blocker ring index lugs 13 and drive hub pockets 14.

[0095] Continued linear movement of sleeve lock 1 increases axial loading on blocker ring 12 by spring clip 2 which increases friction force at conical surfaces 15.

[0096] Outer cone 17 is connected to blocker ring 12 by connection lugs 18 into pockets 19. Intermediate cone 16 is connected to speed gear either 6 or 8 depending on required gear ratio change as shown in figure 25.

[0097] This connection is obtained by intermediate cone 16 locking lugs 20 inserted into either speed gear assembly 6 or 8 at pockets 21 .

[0098] Continued axial movement of sleeve lock 1 by shift guide elements 4 compresses spring clips 2 radially allowing for spring clips 2 to move axially past blocker ring and sleeve lock 1 to contact blocker ring 12 at chamfers 22 of blocker ring and 23 of sleeve lock as shown in figure 26.

[0099] This chamfer contact further increases friction force at conical surfaces 15. This increase in friction force starts to synchronize the speed difference between speed gear assembly 6 or 8, intermediate cone 16 and sleeve lock 1 , blocker ring 12, outer cone 17 and counter shaft 3.

[0100] Rotational drag of either speed gear assembly 6 or 8 causes opposing frictional contact at chamfers 22 of blocker ring 12 and chamfers 23 of sleeve lock 1 to prevent sleeve lock 1 advancing axially until speed synchronization is achieved.

[0101] Once speed differentials achieve zero the opposing drag force at the chamfers 22 and 23 is removed and axial loading of the sleeve lock 1 re-indexes the blocker ring 12 to allow free travel of the sleeve lock 1 to pass through blocker ring teeth 24.

[0102] When contact between chamfers 23 of sleeve lock 1 and either speed gear assembly 6 or 8 is made at speed gear assembly chamfers 25 the axially loading rotates the speed gear assembly 6 or 8 to allow for the sleeve lock 1 to travel to full engagement. At this stage of gear selection, torque transfer is achieved, and a new output RPM obtained. This design is intended to show an integrated synchronizer system comprising of a dual cone ring configuration. But the principle of operation can also be applied to a triple cone and single cone synchronizer.

[0103] The system also does not limit the use of materials for the synchronizer and can be applied as pressed steel, powder metal, forged brass or forged steel.

[0104] The drive hub can be made for example from but not limited to machined steel, forged steel and / or powder metal or a combination thereof.

[0105] The shift elements can made for example from machined steel, and / or forged steel and / or machined.

[0106] Spring clips can be made for example from spring steel - sheet.

[0107] In a preferred embodiment the friction material on synchronizer comprises and / or is EF®5010 I EF08000.

[0108] According to a third option the design is realized with separate individual shift locks and external clutching teeth. Figure 27 shows the cross-section of a general view.

[0109] The system operation is achieved by linear movement under force of a pattern of drive locks 1 energizing spring clips 8 in an axial direction parallel to counter shaft 6 as shown in figure 28.

[0110] Drive lock movement is obtained via connection to guide elements 2 located in keyways constructed in counter shaft 6 located under speed gear 4. The drive locks are radially and axially assembled within the drive hub components 7 each situated opposite one another splined to counter shaft 6.

[0111] Guide elements are attached to external activation (not shown) exerting force required.

[0112] Low ratio speed gear 3 and high ratio speed gear 4 rotate on countershaft 6 on bearings 12, for example NRB and bearing supports 13.

[0113] Contact between blocker ring 9 and drive hub 7 is obtained at blocker ring indexing lugs 12 and drive hub pockets 13, as shown in figure 29. Contact between drive lock 1 and spring clip 8 causes axial loading on blocker ring 9 by spring clip 8 which in turn causes a friction force to be generated between conical surfaces of blocker ring 9, intermediate cone 10 and outer cone 11 . Resulting friction forces causes a rotation of blocker ring 9 until contact is made with drive hub 7 at index lugs 12 and drive pockets 13.

[0114] Continuing axial movement of drive locks 1 enables spring clip 8 to expand permitting contact to blocker ring 9 teeth chamfers 14 and drive lock chamfers 15, as shown in figure 30.

[0115] This chamfer contact further increases friction force at conical surfaces of blocker ring 9 intermediate cone 10 and outer cone 11. This increase in friction force starts to synchronize the speed difference between speed gear 3 or 4, intermediate cone 10 and drive hub 1 , blocker ring 9, outer cone 11 and counter shaft 3.

[0116] Rotational drag of either speed gear 3 or 4 causes opposing frictional contact at chamfers 14 of blocker ring 9 and chamfers 15 of drive lock 1 to prevent drive lock 1 advancing axially until speed synchronization is achieved.

[0117] Once speed differentials achieve zero the opposing drag force at the chamfers 14 and 15 is removed and axial loading of the drive lock 1 re-indexes the blocker ring 9 to allow free travel of the drive locks 1 clutching teeth chamfer 15 to pass through blocker ring teeth 24, as shown in figure 31 .

[0118] When contact between chamfers 23 of drive lock 1 and either speed gear 6 or 8 is made at speed gear chamfers 25 the axial loading rotates the speed gear 6 or 8 to allow for the drive lock 1 to travel to full engagement. At this stage of gear selection, torque transfer is achieved, and a new output RPM obtained.

[0119] This design is intended to show a synchronizer system according to the present invention comprising of a triple cone ring configuration. But the principle of operation can also be applied to a dual cone and single cone synchronizer.

[0120] The system also does not limit the use of materials for the synchronizer and can be applied as pressed steel, powder metal, forged brass and / or forged steel or a mixture thereof. The drive locks can be for example made from but not limited to machined steel and / or forged steel.

[0121] The drive hub can be for example made from but not limited to machined steel, forged steel and / or powder metal.

[0122] Spring clips can be for example made from spring steel - sheet.

[0123] In a preferred embodiment the friction material on synchronizer comprises and / or is EF®5010 I EF08000.

[0124] The synchronizer according to the present inventions offers many advantages, among which are:

[0125] It offers potentials for new low weight - high efficiency transmissions to be developed.

[0126] As described a second gear ratio can be packaged into existing allowable space. By being able to use a second speed reduced gear ratio, the efficiency range of the vehicle is effectively widened, which means that it moves the top speed of the vehicle higher without spinning the electric motors faster or using more electricity.

[0127] Increased efficiency from reduced electricity drain of the battery will ultimately increase usable driving range between charges.

[0128] The inter-Sync concept could also be applied to applications requiring more than 2 gear ratios for heavy haulage “Heavy-Duty” transmissions.

[0129] The design idea is scalable and will suit various configurations of gear clusters providing activation can be applied.

[0130] In particular, with respect to known synchronizer concepts with separated arranged sleeve lock and drive hub, it has been proposed to integrate the sleeve lock and drive hub from separate parts into a single dual function piece - sleeve drive, allowing the system to be integrated into the gear wheels themselves greatly reducing axial length.

[0131] A synchronizing system was disclosed comprising a drive gear, a first driven gear and a second driven gear, where first driven gear and second driven gear are arranged along an axis and the synchronizing system comprising means for i) synchronizing the drive gear with the first driven gear if the synchronizing means are switched to the first driven gear and ii) synchronizing the drive gear with the second driven gear if the synchronizing means are switched to the second driven gear, wherein the first driven gear and the second driven gear are formed and are positioned relatively to each other in such a manner that they form a hollow space in an area closer to the axis than the radial periphery of first driven gear and the radial periphery of the second driven gear in which hollow space the synchronizing means are located.

[0132] The synchronizing means may comprise switching means allowing to switch synchronization from one of the driven gears to the other and back.

[0133] The synchronizing system may comprise at least one actuator allowing to switch synchronization from one of the driven gears to the other and back where the actuator is integrated into the synchronizing means or the actuator is coupled to the synchronizing means via an actuation shaft.

[0134] The actuation shaft may comprise a drive hub as well as spring clips were drive hub and spring clips are realized in such a manner that linear axial movement of the drive hub energizes the spring clips.

[0135] The spring clips may be made of a metallic material, in particular steel or the spring clips may be made of a polymer-based material.

[0136] The spring clips may be seated in said pockets in such a way that the spring clips are restricted in the pockets to prevent lift off due to centrifugal forces at rotations of > 1000 RPM, preferably > 5000 RPM.

[0137] The drive hub may comprise pockets and the spring clips may be seated in said pockets.

[0138] Blocker rings may be radially connected to the drive hub by indexing lugs positioned in indexing grooves applied to the drive hub.

[0139] The system may comprise a single cone, dual cone or triple cone ring system.

Claims

Claims1 . Synchronizing system comprising a drive gear, a first driven gear and a second driven gear, where first driven gear and second driven gear are arranged along an axis and the synchronizing system comprising means for i) synchronizing the drive gear with the first driven gear if the synchronizing means are switched to the first driven gear and ii) synchronizing the drive gear with the second driven gear if the synchronizing means are switched to the second driven gear, characterized in that the first driven gear and the second driven gear are formed and are positioned relatively to each other in such a manner that they form a hollow space in an area closer to the axis than the radial periphery of first driven gear and the radial periphery of the second driven gear in which hollow space the synchronizing means are located.

2. Synchronizing system according to claim 1 , characterized in that the synchronizing means comprise switching means allowing to switch synchronization from one of the driven gears to the other and back.

3. Synchronizing system according to claim 1 or 2, characterized in that it comprises at least one actuator allowing to switch synchronization from one of the driven gears to the other and back where the actuator is integrated into the synchronizing means or the actuator is coupled to the synchronizing means via an actuation shaft.

4. Synchronizing system according to claim 3, characterized in that the actuation shaft comprises a drive hub as well as spring clips were drive hub and spring clips are realized in such a manner that linear axial movement of the drive hub energizes the spring clips.

5. Synchronizing system according to claim 4, characterized in that the drive hub comprises pockets and the spring clips are seated in said pockets.

6. Synchronizing system according to claim 4 or 5, characterized in that the spring clips are made of a metallic material, in particular steel or the spring clips are made of a polymer-based material.

7. Synchronizing system according to claim 5, characterized in that the spring clips are seated in said pockets in such a way that the spring clips are restricted in the pockets to prevent lift off due to centrifugal forces at rotations of > 1000 RPM, preferably > 5000 RPM.

8. Synchronizing system according to one of claims 4 to 7, characterized in that blocker rings are radially connected to the drive hub by indexing lugs positioned in indexing grooves applied to the drive hub.

9. Synchronizing system according to one of the previous claims, characterized in that the system comprises a single cone, dual cone or triple cone ring system.

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