Clutch Systems

For Passenger Cars up to 800 Nm

Comfort, Performance, Environmental Protection: Powertrain Components and Systems for Passenger Cars
The demands placed on suppliers in the automotive sector are changing dramatically. Increasingly, suppliers are being called upon to integrate components into complex systems a development task that can only succeed on the basis of close partnerships with vehicle manufacturers. The future will bring continued demands for reduced fuel consumption, emissions, weight and installation space, along with enhanced comfort, safety, and driving dynamics. To meet these goals, innovative solutions and new products are essential. ZF Sachs has taken responsibility here, demonstrating expertise in generating comprehensive solutions with its integrated powertrain systems. In doing so, it consistently pursues a systems approach in developing and manufacturing new products and technologies that represent real advances. Together with ZF, it provides overall solutions that meet the demands of overall systems. One example: As a powertrain specialist and manufacturer of electric drives, ZF Sachs can also provide superior integration for the full spectrum of hybrid powertrain designs and thus offer production-ready solutions that are already reducing fuel consumption and emissions for the vehicles of tomorrow.

Clutch Cover / XTend Clutch Cover

The clutch cover transmits engine torque via the clutch disc to the transmission input shaft. There is a variety of clutches with diaphragm spring for passenger cars. As clutch facings are subject to normal wear, their actuation forces increase. With XTend, this problem is solved by decoupling the wear on the facing from the movement of the diaphragm spring.

Clutch Disc with Torsional Damper

Clutch discs are subject to immense loads during the vehicles life cycle, and are complex components with compact dimensions. Besides transmitting torque, they have additional tasks such as damping torsional vibrations, ensuring good operating comfort, and offering high thermal resistance.

Clutch Actuation
The clutch actuation system transfers the pressure of the drivers foot on the pedal to the clutch, in order to disengage it. It has to ensure absolute reliability, ergonomic operation, and a high level of comfort throughout its entire service life. Components of the clutch actuation are the master cylinder, the slave cylinder and the pedal vibration damping device.

Multi-Disc Clutch
With powerful car engines, single-disc clutches often reach their limits. To bring high performance levels reliably onto the roads, multi-disc clutches are used.

Automated Manual Transmission Clutch System

A complete clutch system generally consists of a ywheel or DMF/MTD, clutch disc, clutch cover, releaser, and the clutch actuator. Among the numerous criteria used to determine clutch size and clamp load conguration, maximum engine torque and the resulting friction energy are especially signicant. The greater the clamp load, the smaller the friction radius can be. The diameter should be as small as possible, because it greatly affects clutch weight and cost. But the clutch disc also has to be large enough to handle thermal loads and facing wear. For automated manual transmissions, the clutch is opened by an electromechanical clutch actuator. After the clutch is opened, the shift operations within the gearbox are taken over by an electromechanical transmission actuator. These two actuators are controlled by an electronic control unit.

Dual Mass Flywheel DMF

The DMF transmits engine torque to the clutch cover and disc. Its main task is to decouple torsional vibrations caused by rotational irregularities in the powertrain. This not only protects the entire powertrain and increases driving comfort, it also enables fuel consumption to be reduced.

Torque [Nm]

600 500 400 300 200 100 0 160 180 190 200 215 228 240 250 265 280 Clutch diameter [mm]

Mechanical Torsion Damper MTD

The MTD is a further model of a DMF. It features optimum load alteration performance and outstanding vibration decoupling thanks to adjusted damping and optimized mass distribution. The Mechanical Torsional Damper is superbly suited for engines in the lower and medium torque ranges.

The Clutch System Cutting-Edge Power Transmission

The task:
The technical demands placed on modern clutch systems are many and varied. They include rapid and reliable control of torque transfer, ergonomic operation, maximum service life with no loss in comfort, constant pedal forces, vibrational damping, and minimum installation size. ZF Sachs clutch systems for manual transmissions consist of components that have proven themselves millions of times and that meet the highest standards in all categories. Thanks to customized application engineering, the complete system can be optimally adapted to every vehicle. As well as being reasonably priced, the products are technically advanced to such a degree that very little adjustment or development work is needed. Favorable clutch/actuator system prices, combined with the benets of reduced fuel consumption, mean that clutches and manual transmissions remain a standard feature of small and medium-sized cars as well as commercial vehicles in Europe.

Clutch Covers Reliable Torque Transfer

The technology:
The clutch cover transmits engine torque via the clutch disc to the transmission input shaft. The clutch cover is bolted securely to the engine ywheel and consists essentially of a metal housing and a diaphragm spring with integrated actuation levers. This spring presses the axially displaceable pressure plate against the clutch disc and the ywheel when the clutch is engaged. Its degree of stiffness determines the actuation forces needed to release the clutch. Vibrations, torque, and friction-induced heat the clutch is subjected to some of the highest levels of stress in the powertrain. The diaphragm spring must perform reliably after many thousands of shifts, even when the inevitable systems-based wear on the clutch facings in every vehicle alters the responsiveness and load/ travel conguration.

Dual mass ywheel XTend clutch cover Plastic pedal

Master cylinder

Housing

Pedal vibration damping device Mechanical releaser

Pressure plate Locating pin

Releaser Slave cylinder Clutch disc with torsional damper Diaphragm spring

Fulcrum ring Benets High torque capacity, compact dimensions Low release forces thanks to high degree of efciency Simple design Proven technology Long service life Low weight

Leaf spring

Pull-type clutch cover

Push-type clutch cover

Power ow engaged

Power ow disengaged

XTend Clutch Cover with Automatic Wear Compensation

The task:
Although clutch facings have undergone substantial improvement in terms of quality and service life, they are still subject to normal wear, even if the vehicle is operated with care. Reduced facing thickness considerably inuences the forces within the clutch system. Release and clamp loads rise, and thus the necessary pedal forces as well. XTend is the ideal solution to counter wear and the associated negative effects on the powertrain. XTend clutch covers are suitable for all vehicles with high mileage and clutch loads.

Clutch in new condition Housing stopper

Principle of wear compensation

4 1 5

Clutch cover housing

The technology:
XTend, the clutch cover with automatic wear compensation, decouples facing wear from the movement of the diaphragm spring. The compensation mechanism constantly registers the reduction in facing thickness, and securely offsets this distance by rotating an adjustment ring. Another advantage of XTend lies in its design: It reduces the axial dimensions of the clutch system needed to accommodate normal facing wear.

Adjuster ring Slide Retainer spring Facings Clutch disc Torsional damper
1 2 3 4 5 6

2 6

Adjuster ring Toothed slide Toothed disc Retainer spring Stopper Pressure plate

XTend clutch cover Benets Constant pedal forces throughout the entire service life Flexible adjustment to individual vehicle requirements Resistance to extreme temperatures, dirt, and aging Smaller axial dimensions Easy to install and service

Clearance adjustment during clutch action

Clutch in new condition

When wear occurs, the clutch cover moves toward the flywheel.

The stopper raises the retainer spring from the adjuster rings, the slide fills the gap.

When the clutch is released ...

... the adjuster ring compensates for the wear.

The clutch has compensated for the wear and the system is reset to its initial force and path settings.

The task:
Ignition-induced irregularities in rotational speed and rapid load alterations generate vibrations in the powertrain, which in turn cause disturbing noises in the vehicle body and unpleasant rattling in the transmission. In low-fuel vehicles especially diesel engines the higher ignition pressures and the lower idling and driving rpm levels designed to reduce fuel consumption have the effect of amplifying vibrations. Yet drivers continue to demand higher performance from their damping systems.

The technology:
The torsional damper integrated in the clutch disc is the main element for adjusting torsional rotation properties throughout the powertrain, from the combustion engine to the wheels. This effective vibrational damping system consists of a friction unit and spring sets for both driving and idling. Coil springs positioned in windows allow a limited degree of rotation between the crankshaft and the transmission input shaft. Torsional dampers are individually tuned because each engine/transmission aggregate has its own characteristics. The resulting superior spring and damping characteristics generate outstanding decoupling qualities.
Driving damping 0 Nm

Vibration input

Output vibration

Idling damping

Driving damping

Maximum push torque Benets Complex individual characteristics Compact construction Low inertia Modular design for pre-damper and hub

Clutch facings: Long-lasting and environmentally friendly

By allowing carefully calibrated slippage in the launch phase, the friction facings and cushion springs allow precision torque calibration and are therefore responsible for the gentle clutch engagement needed to start vehicles smoothly. Clutch facings are made of a number of carefully matched materials: glass or aramide ber together with copper or brass wire, embedded in a mixture of resin, rubber, and llers. Especially when launching under tough conditions, but also under normal driving operations, the facings are subjected to high friction speeds, strong clamp loads, and extremely high temperatures. During all these types of conditions,

Clutch disc with torsional damper The torsional dampers are tuned for the characteristics of each vehicle model. Thanks to multistage main dampers and extra preliminary dampers, engine vibrations are effectively minimized both when idling and driving.

drivers still expect full performance. Clutch facings from ZF Sachs contain no lead and are manufactured via environmentally friendly processes and comply with EU vehicle recycling regulations.

Boomerang spring The boomerang spring from ZF Sachs is integrated into the clutch disc. Its spring design with a single facing operates every bit as well as springs with dual facings. It features a stable characteristic curve over time with very broad limiting values. The boomerang spring also enables longer spring paths as well as lower stresses in the blades of the lining spring.

S-Tec The thin facing on the clutch disc features a long service life, reduced weight, and lower space requirements than for conventional facings.

Friction torque Angle Close-up view: Torsional damping at constant vehicle speed

Clutch Disc with Torsional Damper Peace and Quiet in the Powertrain

Vibrational damping in a torsional damper torque and angular travel Torque Maximum pull torque

Clutch Actuation Pressure under Control

The task:
The hydraulic clutch actuation system transfers the pressure of the drivers foot on the pedal to the clutch, in order to disengage it. It has to ensure absolute reliability, ergonomic operation, and a high level of comfort throughout its entire service life. It is important for the driver to get a good, subjective feeling for the pressure point. ZF Sachs offers the entire system from a single source. Thanks to comprehensive expertise in this system and its interfaces, the individual actuation components can be ideally adjusted to the vehicle design. Additional components such as the pedal vibration damping device and the peak torque limiter can be integrated to enhance comfort and functional properties. Together with an electromechanical parking brake, an integrated sensor system prevents vehicles from rolling backwards even when the clutch is not engaged.

Multi-Disc Clutches Handling Extreme Loads

The task:
Powerful car engines and sports-oriented driving styles place high demands on transmission reliability and thermal capacities. The requirements are even higher in racing: Speeds of 17,000 rpm, and torque levels of up to 1,700 Nm represent an enormous challenge, especially when combined with minimum size, low weight, good clutch controllability, and long service lives. Multidisc clutches ensure dynamic performance in the range where single-disc clutches reach their limits. When drivers demand speed and verve, multi-disc clutches make sure that power is transmitted securely to the wheels.

The technology:
The hydraulic clutch actuation system consists of a hydraulic and a mechanical subsystem. The hydraulic subsystem comprises the master cylinder and its connection to the brake uid reservoir, the pressure line, and the slave cylinder mounted to the transmission housing. The mechanical subsystem is located inside the clutch housing. When the driver pushes down on the clutch pedal, the stroke is transferred to the clutch via the hydraulic subsystem with the help of the release lever. An improved over-center spring system in the pedal mechanism can reduce pedal forces and thus relieve stress on the clutch actuation.

The technology:
Multiplying the number of friction surfaces increases the torque and thermal capacity while making the best use of installation volume. Minimizing the inertia for clutch discs lowers the loads on transmission synchronization and thus makes shifting more dynamic. By regulating the interruption and closure of torque ow, the intermedia plate provides a reassuring level of comfort. For the touring car sector, ZF Sachs Race Engineering has established a new level of clutch technology with its RCS (Racing Clutch System) the rst line to combine a modular clutch system with carbon discs. It features all the advantages offered by the high-tech material carbon extreme endurance and strength which makes it perfect for extreme conditions. That makes it the rst choice whenever the combination of low weight, minimal installation space, and unparalleled physical strength is required.

Thrust ring Connection to master cylinder Diaphragm Inner ring

The MF2/228 multi-disc clutch for highend standard series production handles high friction levels thanks to its large heat-absorbing surface, and can transmit torque levels of up to 800 Nm; load control for the intermediate plate ensures comfort and reliable functioning.

Mount for release fork Pressure line to slave cylinder Pedal vibration damping device The pedal vibration damping device suppresses axial crankshaft vibrations by having two diaphragms compensate for pressure. Multiple uid redirectional processes take place inside the lter. Release bearing The release bearing is the transmission element between the rotating clutch and the static actuation system. Magnet Piston Sensor

Benets Excellent transmission reliability up to torque levels of 1,700 Nm Large heat-releasing and heat-absorbing surfaces for temperatures above 1,000 C (1,832 F) Optimum use of installation space Lower actuation forces Flat characteristic force curve Low moment of inertia Short length for clutch disc hub

Pressure pulsation without damping device

Pressure pulsation with damping device

Master cylinder The master cylinder with displacement sensor prevents the engine from starting when the clutch is engaged, and switches off the cruise control as soon as the clutch is released. 10

Racing Clutch System Specially developed for amateur sports, these systems feature up to four discs in housing diameters of 115, 140, 184, and 200 mm. The pressure plate and hub come in aluminum, titanium, or steel. RCS can handle torque levels of up to 1,700 Nm. 11

Min./max. release forces [N]

Automated Manual Transmission Intelligent Gear Shifting

The task:
In order to best meet the wishes of drivers, the automobile industry, and legislators for lower fuel consumption and emissions, it is essential to raise the level of efciency in the powertrain. Moreover, components from ZF Sachs can also be used to automate manual transmissions and thus improve comfort in vehicle categories that cannot have automatic transmissions for reasons of weight, installation space, or cost. ZF Sachs provides the overall system with actuators, TCU and software from a single source. Complete expertise with the system and its interfaces means that the individual actuation components can be adapted optimally to vehicle designs. With their optimized shift strategies, automated manual transmissions reduce torque interruption to a minimum. Sensors register and convey all the relevant information to the control system. Using this data, the system calculates the shift points and controls the shift and clutch processes automatically. The technology even intervenes in driving operations to improve safety such as automatically interrupting the torque ow briey to counter the risk of skidding. Buyers of standard cars are already enjoying greater comfort thanks to ZF Sachs components for automated manual transmissions.

Release forces generated depending on engine torque 4500 4000 3500 3000 2500 2000 1500 1000 500 0 715 450 < 95 Nm < 420 Nm 1140 800 900 600 < 160 Nm < 210 Nm < 120 Nm < 1200 Nm Engine torque 900 1570 1700 1700 4350 3550

The technology:
In automated manual transmissions, electromechanical or hydraulic actuators take over the clutch and shift actions. In either case, individual driving pleasure is not diminished because drivers can decide whether they want to use the automatic mode or shift manually using switches or levers.

Min. release forces [N] Max. release forces [N]

Benets Full driving comfort no clutch actuation, no shifting Prevents error during shifting Lower cost and weight, smaller space claim than automatic transmissions Allows manual shifting and thus individual driving styles

Separate programs for sportive driving, bad weather conditions or slippery or icy road conditions and trailer use Reduced fuel consumption due to electronically optimized shift points and high mechanical efciency

Automated manual transmission

Schematic diagram of an electromechanical system automation Transmission actuator Ignition

Accelerator position Brake

Program selector

Function display Clutch actuator

Diagnostics

Additional programs
Engine manager TCU transmission control unit

Transmission rpm

12

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Dual Mass Flywheel DMF Multi-Stage Vibrational Damping

The task:
Fuel-optimized car engines are more powerful than ever, despite having less displacement. As a consequence, rotational irregularities are on the rise in the powertrain, especially in strongly charged engines. They can cause greater wear in the gearbox as well as unpleasant noises. Reducing the level of these rotational irregularities is thus one of the main tasks in the powertrain. If the torsional damper in the clutch disc is not sufcient, the dual mass ywheel (DMF) from ZF Sachs can be used. It ensures effective torsional damping, which protects the gearbox and enhances driving comfort. Yet another advantage is that the DMF enables comfortable driving even at low engine speeds, and thus helps lower fuel consumption. Consisting of compression springs and guide elements made of berreinforced plastic, the modular spring set allows the characteristic curves to be varied and optimized. Every time the engine starts and
Transmission input vibrations

The technology:
The DMF is integrated between the engine and the gearbox. It transmits engine torque to the clutch cover and disc, and suppresses torsional vibrations caused by rotational irregularities in the powertrain. The DMF is divided into a primary and a secondary mass, which are connected by a lubricated spring system. The primary mass is bolted to the crankshaft and carries the starter ring gear. The secondary mass is mounted on the primary mass via separate axial and radial slide mounts that allow it to rotate independently. The secondary mass forms one of the two friction surfaces for the clutch disc. The clutch cover is bolted to the secondary side.
The ywheel is divided into a primary and a secondary mass. Together with the spring set, it effectively isolates torsional vibrations.

Benets Less noise Easier to shift gears Outstanding vibration damping throughout the entire rpm range Easily adjusted to vehicle designs Smooth start/stop performance Long service life Smaller dimensions Pull and push-type clutches possible Reduced fuel consumption because vehicles can be operated at lower rpm levels

Comparison of clutch disc vs. DMF Driving range

Two and three-stage DMF characteristic curves

features a multi-stage characteristic curve. The soft initial stage ensures excellent engine starting and stopping behavior. Subsequent harder stages provide superb torsional vibration decoupling and overload protection at normal driving speeds. The DMF is used not only with manual transmissions but also with hybrid applications and CVT and DCT transmissions.

Clutch disc with torsional damper

DMF rpm For a torsional damper in the clutch disc, the resonance rpm lies in the lower engine speed range, but for a dual mass ywheel it lies well below the engine idling speed. Twisting angle A typical DMF characteristic curve. It starts with a soft initial stage, followed by considerably harder stages. The rst stage features a minimum degree of stiffness in order to keep the DMF natural frequency low.

Single-row DMF

Double-row DMF

Comparison of vibration damping Clutch disc with torsional damper Dual mass flywheel

Angular accel. [rad/S ]

600 500 400 200 0

0 1 2

Angular accel. [rad/S ]

1000

Torque
1000 600 500 400 200 0
2

stops, it has to run through the resonance rpm. The DMF therefore

678

0 9 500 75

1000

1500 1250

1750

2000

01

0 9 500 75

1000

1500 1250

1750

2000

Order

Engine speed [rpm]

Order

Engine speed [rpm]

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15

Hysteresis torque [Nm]

Mechanical Torsional Damper MTD Adjusted Damping

The task:
Recent engine developments have led to a greater level of rotational irregularities being introduced into the powertrain. The Mechanical Torsional Damper transmits engine torque to the clutch cover and the clutch disc. Its main task is to decouple the torsional vibrations introduced by the engine into the powertrain. An MTD also enables vehicles to be driven at lower engine speeds without any signicant loss in comfort. The Mechanical Torsional Damper thus makes an effective contribution to reducing fuel consumption. Thanks to tribologic friction optimization of the compression spring guiding elements (non-reinforced polyamide) and the application of in-between grease the MTD is the best choice in engines in the lower and middle torque range. The installation of an additional device that generates speed-dependent hystersis torques upon soft control without any inconsistent break-away-torque allows to further improve the damping behavior in transient operating modes, such as load changes or engine start/stop. The combination of both damMechanical torsional damper

Speed-dependent damping of the additional friction device The speed-dependent hysteresis torque of the additional friction device generates a soft control without any inconsistent breakaway torque.

60

The technology:
In the mechanical torsion damper MTD the contact forces coming from transmitted torque are kinematically split in a radial and a circumferential component. As a result, damping force is created as a function of spring force. Since spring force is proportional to the transmitted torque, damping performance depends on torque and can be adjusted within a wide range for the relevant application. The spring characteristic in the MTD may be designed as a linear or multi-step feature. If need be, spring packages may be controlled non-symmetrically in combination with low spring masses to ensure a softer characteristic start and thus reduced
Speed (rpm)

40

20

0 0

20

40

60

80

100 120 rel. Angular speed [/s]

Comparison: Frequency analysis of powertrain noise Without MTD 3000

10 dB(A) 10 dB(A)

bouncing in the low-load range, also under high rotational speeds.

With MTD Using the MTD means to signicantly reduce annoying (red) areas of rattle and swish. The entire inner airborne noise spectrum becomes signicantly more harmonic.

2000

1000

1000

2000

ping systems allows to ideally meet the various engineering specications. The MTD has it all: excellent vibration decoupling thanks to adapted damping and optimized distribution of masses as well as a good load cycle behavior. This component has a exible, simple and sturdy design and is made up of a low number of parts so that it can be produced at low cost.
Ring gear

3000 4000 Frequency (Hz)

1000

2000

3000 4000 Frequency (Hz)

Damping element

Primary side

Benets Excellent vibration decoupling Excellent load change behaviour Uncritical start-up and shut-off behaviour and excellent decoupling of vibrations at suppressed rpm levels due to additional friction element Streamlined and robust design due to low number of component parts

Secondary side

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Company
ZF is a leading worldwide automotive supplier for Driveline and Chassis Technology. With total sales of euro 12.5 billion in 2008 and 61,156 employees at 125 production companies in 26 countries, ZF is among the top fteen companies on the ranking list of the largest automotive suppliers worldwide. ZF Sachs is the Powertrain and Suspension Components division of the ZF Group. For more than 100 years, ZF Sachs has been a renowned partner of the automotive industry. Our products are not only used with traditional applications in cars, commercial vehicles, rail, construction and agricultural technology but also in motorsports. Leading technology, quality and service are integral parts of the companys strategy. By implementing a company-wide Global Performance System, known as GPS, ZF Sachs has adapted to international market requirements. The objective is to promote customer-supplier relations by means of process orientation, innovation, exibility, and standardization. GPS as a Corporate Mission Statement represents improved cost management, employee commitment, and increased productivity at a global scale.

Powertrain and Suspension Components

Powertrain Components
Strategic Business Units and Product Program Clutch Systems PC Dual Mass Flywheel, XTend Clutch Cover with wear compensation, Clutch Discs, Multi Disc Clutch, Actuation System, Mechanical Torsional Damper, Actuators for Automated Manual Transmissions Torque Converter for PC, CV and Construction Vehicles, Dual Wet Clutch, HCC Hydrodynamically Cooled Clutch Single and Dual Disc Clutches, XTend Clutch Cover with wear compensation, Dual Mass Flywheel, ConAct Pneumatic Actuation System, Torsional Damper Electric Drives and hybrid modules for PC, CV and Construction Vehicles

Active Launch Systems

Clutch Systems CV

Electric Drives

The continuous advancement and integration of components and modules into complex systems are one of the demanding tasks of the Powertrain division. Automotive manufacturers are aiming at lower fuel consumption and reduced CO2 emissions with simultaneously enhanced comfort. New converter concepts, optimized dual mass ywheels, hydrodynamic launch systems, and the intensive development work on the hybrid modules make a considerable contribution to achieving the automotive industrys targets.

Suspension Components
Strategic Business Units and Product Program

Conventional Dampers PC

Monotube and Twin-Tube Damper, Suspension Strut, Stroke-Dependent Damping, Sensitive Damping Control Amplitude Selective Damping, HID High Impact Damping Nivomat Leveling System, CDC Variable Damping System, Active Roll Stabilization, Monotube, Twin-Tube, Steering Damper and Suspension Forks for Motorcycles, Damper and Clutches for Racing Monotube and Twin-Tube Damper, Air Spring/Damper Module, CDC and PDC Variable Suspension Systems, Cabin Damping for CV, Agricultural and Construction Vehicles, Primary-, Secondary- and Yaw Dampers for Rail Vehicles

Active Suspension Systems PC

Damper Systems CV/Railway

The optimization of conventional shock absorbers as well as the integration and networking of intelligent dampers in complex and adjustable chassis systems determine the processes of the Suspension division. Increased safety, comfort, and driving dynamics are the market requirements to be met in all vehicle classes. ZF Sachs allows for a new dimension in the eld of suspensions by providing innovative products, such as the CDC electronic damping system, or the amplitude-selective damping system Sensitive Damping Control.

In the corporate group:

ZF Sachs AG is a partner of vehicle makers worldwide for the development and production of powertrain and suspension components. A variety of R&D and systems advantages arise for vehicle makers in conjunction with the divisions of the ZF Friedrichshafen AG corporate group. Examples include the 8-speed hybrid transmission and the 8-speed automated transmission. Both transmissions enable substantial fuel savings.

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ZF Sachs AG Ernst-Sachs-Strae 62 D-97424 Schweinfurt Germany Phone: +49 9721 98-0 Fax: +49 9721 98-2290 www.zf.com

Driveline and Chassis Technology

ZF Sachs AG-PC-Clutch Systems-AMT-09/2009