Double clutch

Figure 7 Double clutch with small internal ratio
plied by the clutch ratio. This change in travel
must be taken into consideration in the design
of the engage system. The disadvantage of this
solution, however, is that the engage forces are
higher due to the small clutch ratio, so that only
engine torques of up to approx. 150 Nm can be
handled while maintaining acceptable actuation
forces.
Actively closed clutches with wear
adjustment by load sensor LAC
(Load Adjusted Clutch)
About 15 years ago, LuK started on the development
of adjusters for dry vehicle clutches in
order to mechanically compensate wear of
clutch linings. A core system resulting from
Figure 8 Double clutch with load-controlled wear adjustment LAC (Load Adjusted Clutch)
LuK SYMPOSIUM 2006
Double clutch 9
this development work is the self-adjusting
clutch SAC [1-4], which has been in volume
production for approx. 10 years and is fitted
in many fully manual and automated manual
transmissions. It seems logical to apply
this proven technology to dry double clutches
as well. In order to fulfil the specific requirements
relating to double clutches, such as
actively closed clutches and the highly restricted
design envelope for the two clutches and
two actuation systems, it was necessary to
develop the system further. A double clutch
system based on the load sensor principle has
now been developed that has passed all the
necessary function and endurance tests (Figure
8).
In order to achieve wear adjustment in the LAC,
the lever spring of each subclutch is subjected
to an axial abutment or sensor load by a sensor
spring. In addition, both lever springs are supported
on the clutch cover by means of a
ramped ring. The clutch cover provides the
opposing ramps on both sides, a particularly
compact design. As in the self-adjusting clutch
(SAC), wear is detected through the change in
lever spring force by the sensor spring and
compensated by the rotating ramp ring. Wear
adjustment is completely automatic, free from
overtravel and in very small increments, so no
additional demands are made on the automated
clutch control system. Both clutches can
thus be matched so that the lever spring position
remains almost unchanged despite the
wear and the
required axial travel
for the complete system
is minimised on
the clutch side. However,
there is a very
long tolerance chain
from the clutch lever
spring fingers to the
actuator system that
requires compensation
of tolerances
through shims specific
to the transmission.
In order to
avoid this time-consuming
process in
automotive assembly
plants, intensive
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