Lesson 2

Function of Pneumatic Clutch Actuation

he ZF pneumatic release cylinder ConAct® is designed for push-type diaphragm spring
clutches in heavy- and medium duty commercial vehicles. In automated transmissions,
the AMT system automatically determines the ideal release position – even for
challenging driving situations such as maneuvering, starting on an incline with a heavy
load, or starting on a slippery surface. Controlled by the vehicle‘s electronics, the
solenoid valve regulates the clutch actuation by means of the pneumatic ConAct®
cylinder, the danger of clutch overload caused by the driver is eliminated.
With its low number of system components and the direct clutch actuation, ConAct®
remarkably improves the controllability of the clutch in AMT applications.
ZF has replaced the common fork type actuation with the clutch booster, the fork,
and the releaser by a pneumatic release cylinder concentric with the transmission
input shaft. This permits the elimination of all mechanical and hydraulic connections
as well as the clutch booster, saving weight and installation length. Furthermore, the
usual hydraulic systems contain a large number of components, with every interface
increasing the risk of failure.

Advantages
 Reduced number of components and system weight

 Available in two different sizes

 The ability to control AMT applications is improved by the low

number of friction points and the avoidance of play

 The actuation direction, parallel to the axle, reduces the load on

the release bearing

 Simplified transmission assembly by means of the push-type clutch

and the high degree of component integration

 Environmental friendly, no hydraulic fluid needed

 The electro-pneumatic actuation systems proliferate in the heavy

commercial vehicle
production as a result of their real advantages:
• the working fluid is the atmospheric air that can be found everywhere, is cheap and
is not pollutant, making unnecessary a returning circuit;
• because the compressibility of the air, the control of the actuation element is
realized in “force”, not in “displacement”, which is the case of mechanical, hydraulic
or electric
systems; that lead to an important reduction of shocks stressing the actuation system
parts, with direct influence over reliability, smoothness of gear shifting and noise.
Until now, the pneumatic actuation was not attractive for the car manufacturers
because it was necessary an extra power supply, for compressed air. But today, more
and more car types use pneumatic or hydropneumatic suspensions, including an air
supply, that relieve the biggest disadvantage of the pneumatic actuation and give the
possibility to the manufacturers to reconsider these solution to automate car’s or
other small vehicle’s transmissions.

Clutch components with actuation system

1. dual mass flywheel
2. clutch cover
3. mechanical releaser
4. pedal vibration damping device
5. clutch master cylinder (CMC)
6. plastic clutch pedal
7. clutch slave cylinder (CSC)
8. clutch (friction) disc
Depending on the type of actuation of the diaphragm spring, clutches are classified
in:
 push-type clutches
 pull-type clutches

Learning activity 1:
1. Discuss the operation how the Pneumatic Actuation Works in
a vehicles.
Dual-mass flywheel
 Dual-Mass Flywheel (DMF or DMFW) is a rotating mechanical device that is used to
provide continuous energy (rotational energy) in systems where the energy source is
not continuous, the same way as a conventional flywheel acts, but damping any
violent variation of torque or revolutions that could cause an unwanted vibration.
The vibration reduction is achieved by accumulating stored energy in the two flywheel
half masses over a period of time but damped by a series of strong springs, doing that
at a rate that is compatible with the energy source, and then releasing that energy at
a much higher rate over a relatively short time. A compact dual-mass flywheel often
includes the whole clutch, including the pressure plate and the friction disc.

Types
The main type is called a planetary DMF. The planetary gear and the torsional damper
are incorporated into the main flywheel. For this purpose, the main flywheel is
divided into primary and secondary pinion-connected masses, and between them
there are four different types of bent springs:

Individual bent spring

The simplest form of the bent spring is the standard single spring.
One-phase bent springs in parallel
The standard springs are called parallel springs of one phase. These consist of an
outer and an inner spring of almost equal lengths and connected in parallel. The
individual characteristic curves of the two springs are added to form the
characteristic curve of the spring pair

Two-phase bent springs in parallel

In the case of two-stage spring there are two curved parallel springs, one inside the
other, but the internal spring is shorter so that it acts later. The characteristic curve
of the outer spring is adapted to increase when the engine is started. The softer outer
spring only acts to increase the problematic resonance frequency range. When the
torque increases, reaching the maximum value, the internal spring also acts. In this
second phase, the inner and outer springs work together. The collaboration of both
springs thus ensures good acoustic isolation at all engine speeds.

Three-phase bent spring

This curved spring consists of an outer and two inner springs with different elastic
characteristics connected in series. This category of bent spring uses the two
concepts together: parallel and series connection in order to ensure optimal torsional
compensation for each value of torque.
Symptoms and Signs of Dual Mass Flywheel Failure

There’s something not quite right when you shift gears, or push in the clutch pedal.
You know there’s a problem with the drivetrain, you’re just not sure what. Here’s
how to tell if your dual mass flywheel is faulty.

Diagnosis
Diagnosing a failing dual mass flywheel can be a little tricky since most of the
symptoms could also mean issues with the clutch itself. A definitive assessment will
involve visual inspection of all components, but if you have any of these issues, then
your flywheel could be the culprit.
Noise. If you hear a lot of rattle or banging sounds from the bellhousing, most likely
the DMF has failed. These noises can be very loud and it should be replaced as a soon
as possible.
Slipping. When a clutch is slipping due to wear or otherwise not being up to capacity
to the demand placed on it, you get a burning smell like that of burnt bread and gear
oil mixed together. This usually happens first in the higher gears due to the higher
gear ratios and increased wind resistance. If you do NOT smell the facings burning up
when this is happening, it is your dual mass flywheel that is slipping and it needs to
be replaced.
Vibrations. These vibrations can usually be felt on the floor of the car and are due to
the failure of the springs and other internal components. This leads directly to the
flywheel’s inability to dampen the tremors with use and it must be replaced.
Again, if you have any of these problems, it's time to visually inspect the clutch and
flywheel.

Visual Inspection of a Dual Mass Flywheel

1. Check the friction surface for excessive heat checks and scoring. Discard if
excessive.
2. Check for excessive grease loss due to overheating. The internal springs are
packed in grease.
3. Check for visible damage including the ring gear, and other parts found inside
the bellhousing.
4. Check the rotational free play. Move the secondary plate (the one the pressure
plate bolts up to) all the way to the left and mark the gear tooth. Move the
plate all the way to the right and mark that gear tooth. There are
specifications for each individual dual mass flywheel, but if the left to right
"play" is more than an inch, it’s almost always time to replace it.
5. Check for secondary plate rock. Grab the secondary plate on each side (180
degrees apart) and push one side in and see if the other side comes up. If you
are able to rock it, it is no longer serviceable and must be discarded.

What to Do When Your Dual Mass Flywheel Has Failed

Once you’ve determined that your dual mass flywheel is bad, you have a couple of
options:

1. Replace the OE dual mass fly wheel with an OE-spec replacement.*

An OE-spec replacement dual mass flywheel will restore the vehicle's stock
performance and feel. The downside, of course, is the cost, as replacement DMFs are
generally much more expensive that single mass flywheel conversion kits (if a
conversion kit is available, of course).

2. Convert from a Dual Mass Flywheel to a Single Mass Flywheel.

If you have increased the horsepower of your engine or tow heavy or you are
interested in long term flywheel durability and minimal repair costs, it is a good idea
to convert your dual mass flywheel to a single mass flywheel.

*NOTE: Replacing one OE-spec dual mass flywheel with another is only a viable option
if the vehicle's power output levels have remained stock (meaning you haven't
modified the engine to produce more power). If you have modified your vehicle's
engine to produce more power - or if you are using your vehicle for heavy hauling or
towing - you should convert your dual mass flywheel to a single mass. Single mass
setups, while generally a little louder (due to gear rollover noise), are more durable
and more affordable if they require replacement again in the future.

Replacing A Dual Mass Flywheel vs Converting to A Single Mass

Flywheel
Like a lot of the parts on the modern automobile, dual mass flywheels are a
compromise. On the plus side, dual mass flywheels reduce the torsional vibrations in
the driveline and the other related vibration and noises. On the negative side, dual
mass flywheels are expensive and more prone to failure than simpler, single mass
systems (especially if a vehicle is modified to have increased torque).

Single mass conversion kits replace a dual mass flywheel with a simpler, more robust
system. While a single mass system will be a bit noisier* than a dual mass system, it
will also be more reliable, especially in high torque/low idle rpm applications.

*Gear Rollover Noise (aka Gear Rattle): The sound that a manual transmission makes
when the gears in the gear box are in neutral and are shaken ever so slightly by the
engine. It sounds like a light knocking or growling sound, and has absolutely no
negative effect on the transmission’s performance or durability. The Gear rollover
noise only occurs when the vehicle is idling and the transmission is in neutral.

At Phoenix Friction Products, we offer a variety of single mass flywheel conversion

kits. Some of the kits are offered by the Tier 1 OE clutch manufacturers, and some we
engineer and then extensively test. In fact, we test all of the single mass conversion
kits in-house, ensuring that these kits are more reliable than the dual mass units they
replace. We also work hard to ensure these single mass kits don't negatively impact
drivability...our testing procedure and metrics for success are reliability, smooth
shifting, no increased pedal effort, and as little noise as possible compared to the
OEM dual mass units.
Should You Convert A Dual Mass Flywheel To A
Single Mass?

The decision to replace a dual mass flywheel with a single mass flywheel is generally
pretty simple: If you're willing to tolerate a bit more drivetrain vibration, you'll be
able to dramatically improve the reliability of your vehicle.
What's more, single mass conversion kits are less costly than dual mass flywheel
replacements. Once you've converted, your clutch will last longer, be less costly to
service in the future, and will be far less likely to be discontinued than dual mass
flywheel setups (some of which have reached obsolescence now and are increasingly
difficult to replace).

SINGLE MASS FLYWHEEL

LEARNING ACTIVITY 2:

1. WHAT IS THE ADVANTAGES OF A DUAL MASS FLYWHEEL FROM

THE SINGLE MASS FLYWHEEL?
 Torsional Damper

Multi-Stage Vibrational Damping

The purpose of using a torsional damper is to keep engine torque peaks as well as
operational irregularities away from the powertrain and connected units.

Advantages
 Enhanced driving comfort and protection for powertrain assemblies due to
reduced engine vibrations

 Lower installation space requirements

 Easy to integrate in a wide range of powertrains

 Thermal stability over the entire service life via the use of heat-resistant steel
springs

 Superior product quality via the use of large-scale series technology

 Completely recyclable components

 Remanufacturing possible
Torsional vibration is angular vibration of an object—commonly a shaft along
its axis of rotation. Torsional vibration is often a concern in power
transmission systems using rotating shafts or couplings where it can cause failures if
not controlled. A second effect of torsional vibrations applies to passenger cars.
Torsional vibrations can lead to seat vibrations or noise at certain speeds. Both
reduce the comfort.

In ideal power generation, or transmission, systems using rotating parts, not

only the torques applied or reacted are "smooth" leading to constant speeds, but also
the rotating plane where the power is generated (or input) and the plane it is taken
out (output) are the same. In reality this is not the case. The torques generated may
not be smooth (e.g., internal combustion engines) or the component being driven may
not react to the torque smoothly (e.g., reciprocating compressors), and the power
generating plane is normally at some distance to the power takeoff plane. Also, the
components transmitting the torque can generate non-smooth or alternating torques
(e.g., elastic drive belts, worn gears, misaligned shafts). Because no material can be
infinitely stiff, these alternating torques applied at some distance on a shaft cause
twisting vibration about the axis of rotation.

Sources of torsional vibration

Torsional vibration can be introduced into a drive train by the power source. But even
a drive train with a very smooth rotational input can develop torsional vibrations
through internal components. Common sources are:

 Internal combustion engine: The torsional vibrations of the not continuous

combustion and the crank shaft geometry itself cause torsional vibrations [1]
 Reciprocating compressor: The pistons experience discontinuous forces from
the compression.[2]
 Universal joint: The geometry of this joint causes torsional vibrations if the
shafts are not parallel.
 Stick slip: During the engagement of a friction element, stick slip situations
create torsional vibrations.
 Lash: Drive train lash can cause torsional vibrations if the direction of rotation
is changed or if the flow of power, i.e. driver vs. driven, is reversed.

Crankshaft torsional vibration

Torsional vibration is a concern in the crankshafts of internal combustion engines
because it could break the crankshaft itself; shear-off the flywheel; or cause driven
belts, gears and attached components to fail, especially when the frequency of the
vibration matches the torsional resonant frequency of the crankshaft. Causes of the
torsional vibration are attributed to several factors.

 Alternating torques are generated by the slider-crank mechanism of the

crankshaft, connecting rod, and piston.
o The cylinder pressure due to combustion is not constant through the
combustion cycle.
o The slider-crank mechanism does not output a smooth torque even if the
pressure is constant (e.g., at top dead centre there is no torque generated)
o The motion of the piston mass and connecting rod mass generate
alternating torques often referred to as "inertia" torques
 Engines with six or more cylinders in a straight line configuration can have very
flexible crankshafts due to their long length.
 2 Stroke Engines generally have smaller bearing overlap between the main and
the pin bearings due to the larger stroke length, hence increasing the flexibility of
the Crankshaft due to decreased stiffness.
 There is inherently little damping in a crankshaft to reduce the vibration
except for the shearing resistance of oil film in the main and conrod bearings.

If torsional vibration is not controlled in a crankshaft it can cause failure of the

crankshaft or any accessories that are being driven by the crankshaft (typically at the
front of the engine; the inertia of the flywheel normally reduces the motion at the
rear of the engine).

This potentially damaging vibration is often controlled by a torsional damper that is

located at the front nose of the crankshaft (in automobiles it is often integrated into
the front pulley). There are two main types of torsional dampers.

 Viscous dampers consist of an inertia ring in a viscous fluid. The torsional

vibration of the crankshaft forces the fluid through narrow passages that
dissipates the vibration as heat. The viscous torsional damper is analogous to the
hydraulic shock absorber in a car's suspension.
 Tuned absorber type of "dampers" often referred to as a harmonic dampers
or harmonic balancers (even though it technically does not damp or balance the
crankshaft). This damper uses a spring element (often rubber in automobile
engines) and an inertia ring that is typically tuned to the first torsional natural
frequency of the crankshaft. This type of damper reduces the vibration at specific
engine speeds when an excitation torque excites the first natural frequency of the
crankshaft, but not at other speeds. This type of damper is analogous to the tuned
 mass dampers used in skyscrapers to reduce the building motion during an
earthquake.

LEARNING ACTIVITY 3:

1. WHAT CAUSES THE TORSIONAL VIBRATION?

2. HOW CAN YOU TO REDUCE THE TORSIONAL VIBRATION?

A torque converter is a type of fluid coupling which transfers rotating power

from a prime mover, like an internal combustion engine, to a rotating driven
load. In a vehicle with an automatic transmission, the torque converter
connects the power source to the load. It is usually located between the
engine's flexplate and the transmission. The equivalent location in a manual
transmission would be the mechanical clutch.

 The main characteristic of a torque converter is its ability to

multiply torque when the output rotational speed is so low that it allows the
fluid coming off the curved vanes of the turbine to be deflected off the stator
while it is locked against its one-way clutch, thus providing the equivalent of
a reduction gear. This is a feature beyond that of the simple fluid coupling,
which can match rotational speed but does not multiply torque, thus reduces
power.

 Some of these devices are also equipped with a "lockup" mechanism which
rigidly binds the engine to the transmission when their speeds are nearly equal,
to avoid slippage and a resulting loss of efficiency.

Torque converter elements

A fluid coupling is a two element drive that is incapable of multiplying torque, while a
torque converter has at least one extra element—the stator—which alters the drive's
characteristics during periods of high slippage, producing an increase in output
torque.

In a torque converter there are at least three rotating elements: the impeller, which
is mechanically driven by the prime mover; the turbine, which drives the load; and
the stator, which is interposed between the impeller and turbine so that it can alter
oil flow returning from the turbine to the impeller. The classic torque converter
design dictates that the stator be prevented from rotating under any condition, hence
the term stator. In practice, however, the stator is mounted on an overrunning
clutch, which prevents the stator from counter-rotating with respect to the prime
mover but allows forward rotation.

Modifications to the basic three element design have been periodically incorporated,
especially in applications where higher than normal torque multiplication is required.
Most commonly, these have taken the form of multiple turbines and stators, each set
being designed to produce differing amounts of torque multiplication. For example,
the Buick Dynaflow automatic transmission was a non-shifting design and, under
normal conditions, relied solely upon the converter to multiply torque. The Dynaflow
used a five element converter to produce the wide range of torque multiplication
needed to propel a heavy vehicle.

Although not strictly a part of classic torque converter design, many automotive
converters include a lock-up clutch to improve cruising power transmission efficiency
and reduce heat. The application of the clutch locks the turbine to the impeller,
causing all power transmission to be mechanical, thus eliminating losses associated
with fluid drive.

Operational phases
A torque converter has three stages of operation:

 Stall. The prime mover is applying power to the impeller but the turbine
cannot rotate. For example, in an automobile, this stage of operation would occur
when the driver has placed the transmission in gear but is preventing the vehicle
from moving by continuing to apply the brakes. At stall, the torque converter can
produce maximum torque multiplication if sufficient input power is applied (the
resulting multiplication is called the stall ratio). The stall phase actually lasts for
a brief period when the load (e.g., vehicle) initially starts to move, as there will
be a very large difference between pump and turbine speed.
 Acceleration. The load is accelerating but there still is a relatively large
difference between impeller and turbine speed. Under this condition, the
converter will produce torque multiplication that is less than what could be
achieved under stall conditions. The amount of multiplication will depend upon
the actual difference between pump and turbine speed, as well as various other
design factors.
 Coupling. The turbine has reached approximately 90 percent of the speed of
the impeller. Torque multiplication has essentially ceased and the torque
converter is behaving in a manner similar to a simple fluid coupling. In
modern automotive applications, it is usually at this stage of operation where the
lock-up clutch is applied, a procedure that tends to improve fuel efficiency.
The key to the torque converter's ability to multiply torque lies in the stator. In the
classic fluid coupling design, periods of high slippage cause the fluid flow returning
from the turbine to the impeller to oppose the direction of impeller rotation, leading
to a significant loss of efficiency and the generation of considerable waste heat.
Under the same condition in a torque converter, the returning fluid will be redirected
by the stator so that it aids the rotation of the impeller, instead of impeding it. The
result is that much of the energy in the returning fluid is recovered and added to the
energy being applied to the impeller by the prime mover. This action causes a
substantial increase in the mass of fluid being directed to the turbine, producing an
increase in output torque. Since the returning fluid is initially traveling in a direction
opposite to impeller rotation, the stator will likewise attempt to counter-rotate as it
forces the fluid to change direction, an effect that is prevented by the one-way stator
clutch.

Unlike the radially straight blades used in a plain fluid coupling, a torque converter's
turbine and stator use angled and curved blades. The blade shape of the stator is
what alters the path of the fluid, forcing it to coincide with the impeller rotation. The
matching curve of the turbine blades helps to correctly direct the returning fluid to
the stator so the latter can do its job. The shape of the blades is important as minor
variations can result in significant changes to the converter's performance.

During the stall and acceleration phases, in which torque multiplication occurs, the
stator remains stationary due to the action of its one-way clutch. However, as the
torque converter approaches the coupling phase, the energy and volume of the fluid
returning from the turbine will gradually decrease, causing pressure on the stator to
likewise decrease. Once in the coupling phase, the returning fluid will reverse
direction and now rotate in the direction of the impeller and turbine, an effect which
will attempt to forward-rotate the stator. At this point, the stator clutch will release
and the impeller, turbine and stator will all (more or less) turn as a unit.

Unavoidably, some of the fluid's kinetic energy will be lost due to friction and

turbulence, causing the converter to generate waste heat (dissipated in many
applications by water cooling). This effect, often referred to as pumping loss, will be
most pronounced at or near stall conditions. In modern designs, the blade geometry
minimizes oil velocity at low impeller speeds, which allows the turbine to be stalled
for long periods with little danger of overheating (as when a vehicle with an
automatic transmission is stopped at a traffic signal or in traffic congestion while still
in gear).
LEARNING ACTIVITY 4:

1. HOW DOES THE TORQUE CONVERTER ENGAGE AND DISENGAGE

THE ENGINE POWER.

2. WHAT ARE THE COMPONENTS INSIDE?