The Dry Double Clutch
The dry double clutchTechnology/special toolsAudi, SEAT, ŠKODA, Volkswagen, 0AM 7-speed transmissionRenault, DC4 6-speed transmissionFord, DPS6 6-speed transmission
The content of this brochure is not legally binding andis solely intended for information purposes. Wherelegally permissible, all liability on the part of SchaefflerAutomotive Aftermarket GmbH & Co. KG devolving inconnection with this brochure is excluded.All rights reserved. Any reproduction, distribution,communication, public reproduction or other publicationof this brochure in its entirety or in part is not permittedwithout prior written consent from Schaeffler AutomotiveAftermarket GmbH & Co. KG.2Copyright Schaeffler Automotive Aftermarket GmbH & Co. KGOctober 2014
ContentsContentsPage1The double clutch transmission (DCT)42Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, Volkswagen62.1Double clutch72.2 Engaging system103Design and function of the dry double clutch system — Renault123.1Double clutch133.2 Engaging system164Design and function of the dry double clutch system — Ford 1.6-litre and 2.0-litre naturally aspirated engines204.1Double clutch214.2 Engaging system265Dual mass flywheel (DMF) for the double clutch transmission (DCT)306Description and contents of the LuK special tools316.1Basic tool kit326.2 Volkswagen tool kit336.3 Renault tool kit346.4 Ford tool kit356.5 Reset tool kit366.6 Supplementary tool kit376.7 Overview of tool kit applications383
1 The double clutch transmission (DCT)1 The double clutch transmission (DCT)Since automatic torque converter transmissions havebeen in existence, their greatest advantage, gear shiftsunder load, has been highly valued. However, due to converter losses, automatic transmissions had considerablyreduced efficiency in comparison with manual transmissions. For this reason, great efforts were already beingmade to develop a DCT from an early stage. The objectivewas to combine the efficiency of manual transmissionswith the comfort of automatic transmissions in a newtransmission design.The French inventor Adolphe Kégresse and Darmstadtbased Professor Rudolf Franke registered the first patentsfor a type of DCT in 1939/40. However, it took a goodquarter of a century to get from the idea to initial use.Most of all, Porsche worked intensively from 1968 ondeveloping the DCT for motor racing, as it promised considerable advantages in pushing the limits of maximumacceleration. It was thus possible to perform gear shiftssignificantly more quickly and with fewer losses at fulltractive power. The acceleration ofcars from that time remainsimpressive to this day.For many years, theDCT was merelyused as a specialsolution for usein sport, but inthe mid-90sthe transmission systemincreasinglybecame thefocus of automotive development. Duringthe search for analternative to automatic transmission,the advantages of theDCT were borne in mind. Boththe sports and consumer-orientedrequirements of European customers as wellas stricter laws to promote a reduction in CO2 emissionsultimately gave the decisive impetus for developmentfor series production. In autumn 2002, the VolkswagenGroup presented the first production vehicle with thistechnology. It initially contained a wet double clutch(running in an oil bath), followed five years later by thedry version. This type of transmission is now suppliedby other renowned automotive manufacturers.4
What is a double clutch transmission?The DCT consists of two independent sub-transmissionspositioned in a single transmission housing. Each subtransmission is constructed like a manual transmissionin terms of function. Consequently, each sub-transmissionis assigned its own clutch. Dry and wet versions of theclutches are possible, depending on the engine torqueand mounting space.While driving, all the processes of a gear shift are regulated automatically. A control unit relays commands toeither an electrohydraulic or electromechanical actuatingmechanism. This enables the clutches and gear shiftforks to perform their work within a precisely definedtime window. One sub-transmission is therefore alwaysconnected to the engine in a non-positive connection.In the other sub-transmission, the next gear is preselected and is ready to be requested. In driving mode,the clutches are then actuated alternately within a matterof milliseconds. For the driver, this means, among otherthings, greater driving comfort due to barely noticeableinterruptions of tractive power when accelerating.An overview of all the advantages of a doubleclutch transmission Combines the comfort of automatic transmissionswith the responsiveness of manual transmissions Similar properties to an automatic transmission,but with excellent efficiency Barely noticeable interruption of tractive powerwhen performing crossover gear shifts Reduction in fuel consumption Reduction in CO2 emissionsThis brochure describes the function and design of LuK'svarious dry double clutch systems.5
2 Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, Volkswagen2 Design and function of the dry double clutch system —Audi, SEAT, ŠKODA, VolkswagenThe double clutch system consists of three main components: the dual mass flywheel (DMF), the double clutch(DC) and the engaging system. The system is controlledby the mechatronics. These consist of an electroniccontrol unit, sensors and an electrohydraulic controlunit (actuating mechanism). These functional groupsare combined in a single housing. The compact designenables integration into the transmission housing withoutrequiring any extra space.In driving mode, the mechatronics evaluate, among otherthings, the following information:1 Speed of both transmission input shaftsWheel speed and driving speedGear selectionAccelerator pedal position (acceleration ordeceleration)1Dual mass flywheel2Double clutch3Engaging systemTransmission diagramSub-transmission 26R246421Crankshaft2Double clutch3Transmission input shaft 14Transmission input shaft 25Output shaft 16Output shaft 27Output shaft 3(reverse gear)63The system is constructed so that both sub-clutchesare open when the engine is idling and in neutral andare not closed until the engagement lever is activated(normally open). One clutch is always closed in drivingmode and therefore one sub-transmission is alwaysconnected in a non-positive connection. The gear in theother sub-transmission is already pre-selected sincethe clutch for this sub-transmission is still open. Duringa gear shift, one clutch opens while the other clutchcloses simultaneously. The force transmission is thentransmitted via the previously engaged gear. This meansthat acceleration is possible with almost no interruptionof tractive power.Depending on this data, the mechatronics calculatewhich gear is to be selected and engage the gear bymeans of the gear actuator and the gear shift forks. Theclutches are opened and closed by means of two actuator cylinders, which each activate an engagement lever.72Sub-transmission 15375311
2 Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, Volkswagen2.1 Double clutchBasic principleIn the case of 7-speed double clutch transmissions, eachsub-transmission is constructed like a manual transmissionin terms of function. A sub-clutch is responsible for eachsub-transmission. Both clutches are located on twointerlocking transmission input shafts, the outer hollowshaft and the inner solid shaft. Gears 1, 3, 5 and 7 areengaged by clutch 1 (K1) and the torque is induced inthe transmission via the solid shaft. Gears 2, 4, 6 andreverse are engaged by clutch 2 (K2) and the torque isinduced in the transmission via the hollow shaft.Clutch 1 (K1)K1 is responsible for gears 1, 3, 5 and 7.764532R1Clutch 2 (K2)K2 is responsible for gears 2, 4, 6 and reverse.764532R17
2 Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, VolkswagenDesign123456781K1 driving ring with pressure plate6Lever spring with adjustment device for K22K1 clutch disc7Clutch cover with adjustment device for K13Central plate8K1 lever spring4K2 clutch disc9Retaining ring5K2 pressure plate10 Stop ringThe central plate with its two friction surfaces forms thecore of the clutch. It is secured to the hollow shaft via asupport bearing.910A clutch disc and the corresponding pressure plate arepositioned on each side.1331415572846111129101Crankshaft2Dual mass flywheel (DMF)3Central plate4Support bearing5K1 pressure plate6K1 clutch disc7K2 pressure plate8K2 clutch disc9K2 engagement bearing10 K1 engagement bearing11 Transmission input shaft 1 (solid shaft)12 Transmission input shaft 2 (hollow shaft)13 Retaining ring14 K2 lever spring15 K1 lever spring8
FunctionIf one of gears 1, 3, 5 or 7 is to be used when driving, themechatronics actuate the large engagement lever. Thiscloses K1 and the power is transmitted to the solid shaft.While driving in an "uneven" gear, the mechatronicsengage the next highest or next lowest gear. This gear"waits" until K2 is closed.If a shift to gear 2, 4, 6 or reverse is then necessary, thelarge engagement lever is driven back, thus opening K1.At the same time, the mechatronics actuate the smallengagement lever. K2 is closed and the torque is transmitted to the hollow shaft. The force of the large engagement lever of K1 istransferred to the lever spring via the engagementbearing and via the deflection points of the pressureplate housing in the reverse direction of action The small engagement lever presses the K2 pressureplate against the K2 clutch disc, thus closing the clutch The K1 pressure plate moves towards the centralplate, thus closing the clutch9
2 Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, Volkswagen2.2 Engaging systemTwo different engaging systems are used in Audi, SEAT,ŠKODA and Volkswagen vehicles. The first generationwas used in production until May 2011; the secondgeneration has been used in volume production sinceJune 2011.DesignIn the first generation, the engagement levers are forgedand can be recognised by their rough surface.First generation engaging system*1234Both systems differ in terms of appearance and technology. Therefore, when repairs are necessary, the entireengaging system must be renewed. The date on theinstalled transmission can be read off in order to identifywhich of the two systems is concerned. The date islocated near the parking lock cover and also in the areaaround the mechatronics.Both levers are supported in the clutch housing by areplaceable counter-bearing. Adjusting shims are usedon (K1) or under (K2) the respective engagement bearingin order to compensate for axial tolerances.567* Up to May 2011 transmission production date, with forged engagement levers1Guiding sleeve5Small engagement lever with guiding pistons for C22Large engagement lever for engagement bearing K16Adjusting shim with 4 or 8 recesses for K23K1 engagement bearing7Engagement bearing for K24Adjusting shim for K1The two second generation engagement levers are madeof sheet steel and have a smooth surface.Second generation engaging system*1234The K1 lever is supported in the clutch housing by anon-replaceable hinge bearing. In contrast, the counterbearing (ball head) for the C2 lever is always replaced inthe event of a repair. Another change is the K1 engagementbearing, which is now designed as a spherical bearing.The corresponding adjusting shim is omitted. Instead,the axial clearance is adjusted by means of sphericalcaps of differing thicknesses.567* From June 2011 transmission production date, with sheet steel engagement levers101Guiding sleeve5Small engagement lever with guiding pistons for C22Large engagement lever for engagement bearing K16Adjusting shim with 8 recesses for K23K1 engagement bearing7Engagement bearing for K24Adjusting spherical cap for K1
FunctionIn previous manual transmissions with a single discclutch, the clutch is closed when idling. It is opened bypressing on the clutch pedal, which disconnects thetransmission of power. This takes place via the "releasesystem".In contrast, the clutches in this double clutch system areopen when idling. They are closed when the engagementlever is actuated. This is therefore referred to as anengaging system.The mechatronics alternately activate the two engagementlevers along with the engagement bearings by meansof two tappets. The engagement levers are supportedby the counter-bearings and transfer the force to thelever springs via the engagement bearings. This closesthe corresponding clutch. The wear of the clutch discsis compensated for by an integrated self-adjustmentdevice. In this way, the position of both actuators in themechatronics are always kept constant over the wholeservice life.11
3 Design and function of the dry double clutch system — Renault3 Design and function of the dry double clutch system —RenaultThe Renault double clutch system consists of three maincomponents: the dual mass flywheel (DMF), the doubleclutch (DC) and the engaging system with lever actuators. The transmission control unit, which is located onthe outside of the transmission housing, controls twoservo motors. These set the lever actuators into motionand cause the clutches to close and open alternately.In driving mode, the transmission electronics evaluate,among other things, the following information: 1Transmission input speedVehicle speedGear selectionAccelerator pedal positionBrake pedal informationTransmission diagram1Dual mass flywheel2Double clutch3Guiding sleeve with engagement bearing4Lever actuators with servo motorsSub-transmission 26R442Crankshaft2Double clutch3Transmission input shaft 14Transmission input shaft 25Output shaft 16Output shaft 27Output shaft 3(reverse gear)1242613Sub-transmission 15354The double clutch system contains two clutches that areopen when the engine is idling and in neutral (normallyopen). One clutch is always closed in driving mode andtherefore one sub-transmission is always connected.The gear in the other sub-transmission is already preselected since the clutch for this sub-transmission isstill open. During a gear shift, one clutch opens whileat the same time the other closes. The power is thentransmitted via the previously engaged gear. This meansthat it is possible to drive with almost no interruption oftractive power.Depending on this data, the control unit calculateswhich gear is to be selected and engages the gear bymeans of gear change motors. These are located in thetransmission control unit and act directly upon the gearshift forks inside the transmission.72311
3 Design and function of the dry double clutch system — Renault3.1 Double clutchBasic principleEach sub-transmission in the Renault double clutchtransmission is constructed like a manual transmission.One clutch is responsible for each sub-transmission.Both clutches are located on two interlocking transmission input shafts, the outer hollow shaft and the innersolid shaft.Gears 1, 3 and 5 are engaged by K1 and the torque istransmitted to the transmission via the solid shaft. Gears2, 4, 6 and reverse are engaged by K2 and the torque isinduced in the transmission via the hollow shaft.Clutch 1 (K1)K1 is responsible for gears 1, 3 and 5.645364532R1Clutch 2 (K2)K2 is responsible for gears 2, 4, 6 andreverse.2R113
3 Design and function of the dry double clutch system — RenaultDesign1231K1 driving ring with pressure plate2K1 clutch disc3Central plate4K2 clutch disc5K2 pressure plate4566789Lever spring with adjustment device for K2 andthe K2 transport fastener7Clutch cover with adjustment device for K1 andthe K1 transport fastenerThe central plate with its two friction surfaces forms thecore of the clutch. It is secured to the hollow shaft via asupport bearing.8K1 lever spring9Retaining ringA clutch disc and the corresponding pressure plate arepositioned on each side.115715149846112131023141Crankshaft9K1 engagement bearing2Dual mass flywheel (DMF)10 K2 engagement bearing3Central plate11 Retaining ring4Support bearing12 Transmission input shaft 1 (solid shaft)5K1 pressure plate13 Transmission input shaft 2 (hollow shaft)6K1 clutch disc14 K1 lever spring7K2 pressure plate15 K2 lever spring8K2 clutch disc
FunctionWhen driving in gears 1, 3 or 5, the servo motor for K1 isactivated electrically. This causes the engagement leverwith the wide fork opening and the large engagementbearing to move towards the double clutch. The outerlever spring transmits this movement to the retainingring and reverses the effective direction of the engagementforce. As a result, the pressure plate for K1 is pulledtowards the central plate, closing the clutch. The clutchdisc then transfers the engine torque to the solid shaft.If one of gears 2, 4, 6 or R is to be used when driving,the servo motor for K2 actuates the engagement leverwith the narrow fork opening. The inner lever spring isactivated via the engagement bearing. This moves theK2 pressure plate towards the central plate. This createsa connection to the clutch disc. The engine torque istransmitted to the hollow shaft. At the same time, K1opens.15
3 Design and function of the dry double clutch system — Renault3.2 Engaging systemStructure of the overall system6412351Engagement bearing for K12Engagement bearing for K23Guiding sleeve4Lever actuator with return springs for K15Lever actuator with return springs for K26Servo motor for K17Servo motor for K2With previous manual transmissions with single discclutch, the clutch is closed when idling. It is opened bypressing on the clutch pedal, thus disconnecting thetransmission of power. This takes place via the "releasesystem".By contrast, the clutches in this double clutch systemare open when idling (normally open). They are closedwhen the engagement lever is actuated. This is thereforereferred to as an engaging system.167The engaging system is operated electrically and consistsof the two engagement bearings for K1 and K2 [1 and 2],the guiding sleeve [3] and two lever actuators [4 and 5].These components are arranged in the transmission bellhousing. The two servo motors [6 and 7] are mounted onthe outside. They are connected to the respective leveractuator via a spindle. Both work identically, only thefork openings on the engagement levers are different.
Structure of the lever actuatorThe lever actuator consists of a base plate, spindle, sled(nut ball screw with multi-part rollers), engagement leverand return springs. Together they form the actuatingmechanism.The base plate is used to secure the lever actuator inthe transmission bell housing and to guide the rollersprecisely. The engagement lever contains two returnsprings, which serve as deflection points and energystores.842765311Base plate5Rollers2Spindle6Engagement lever3Sled7Return spring4Nut ball screw8Servo motorDesign and function of the return springThe return spring acts as an energy store during theengagement process. The sleeve [2] and the pressurespring [3] form a single unit. There is a stop at the lowerend of the screw [1] that limits the path of the sleeve.There is a nut [4] at the upper end. This supports thepressure spring and is used to adjust the return springex works.In order to achieve the optimum performance of theengaging system, return springs and lever actuatorsare adapted to one another and paired ex works. Theseunits are identified by an identical four-digit numberthat is located on the sleeve and the engagement lever.5The engagement lever and sleeve are designed with awave profile. On the one hand, this ensures that the engagement lever is guided correctly. It also forms a rockerjoint connection that enables virtually frictionless workduring operation.At the start of the engagement process, the pressurespring is compressed by the sleeve. The energy storedin this way is used to close the clutch at the end of theengagement process.1Bolt2Sleeve3Pressure spring4Nut5Retaining ring432117
3 Design and function of the dry double clutch system — RenaultFunctionThe servo motor changes the central bearing point ofthe engagement lever, the sled, via a ball screw drive.This influences the effective lever ratio, which changescontinually over the course of the engagement process.By moving the sled further, even more energy is storedin the return spring, to the point where the changedlever ratio together with the force of the return spring issufficient to close the clutch.The sled moves towards the transmission input shaftduring the engagement process. The return spring iscompressed due to the inclined plane (working angle) ofthe engagement lever and thus acts as an energy store.The force on the engagement bearing increases but, dueto the unfavourable lever ratio, is not yet sufficient toclose the clutch.Intelligent use of the lever principle results in an almostconstant force level for the servo motor. This allows aconsiderable reduction in motor size. Due to the lowenergy requirement and the universally applicableactuating mechanism, this system also fulfils the futurerequirements for hybrid systems.Schematic ClutchFClutchEngagement pathClutchThe pre-tension force of the pressure spring [FSpring] in thereturn spring and the leverage ratio [x/(L – x)] resultingfrom the position [x] of the sled determine the engagementforce of the clutch [FClutch].FClutch FSpring In order to engage the clutch, the sled must be movedalong its max. roller path [ROPmax].FActuator (FClutch FSpring) The actuator force [FActuator] consists of the equilibriumbetween the spring and clutch force, offset against theworking angle [α].18xL–x
Automatic emergency clutch openingSince, in contrast to manual transmissions, the clutchesare actively closed, in the event of a malfunction theengaging system could come to a stop in an inseparableclamped state. The vehicle would then no longer be ableto move with a gear engaged.Motor activeIn order to prevent this, the lever actuators are designedso that, with a currentless servo motor, the counter forceof the lever spring is sufficient to push back the sledautomatically, thus opening the clutch. In this way, thevehicle can still be moved in an emergency, even when agear is engaged.Motor 19
4 Design and function of the dry double clutch system — Ford4 Design and function of the dry double clutch system —Ford 1.6-litre and 2.0-litre naturally aspirated enginesThe main components of the Ford double clutch systemare the double clutch, the engaging system with leveractuators and a rigid flywheel. A control unit, which islocated on the outside of the transmission housing,controls two servo motors. These set the lever actuatorsinto motion and cause the clutches to close and openalternately.In driving mode, the transmission electronics evaluate,among other things, the following information:1 Transmission input speedVehicle speedGear selectionThrottle positionAccelerator pedal positionBrake pedal informationEngine speed and engine torqueEngine temperature and external temperatureSteering angle21Flywheel2Double clutch3Guiding sleeve with engagement bearing4Lever actuators with servo motorsTransmission diagramSub-transmission 26R442Crankshaft2Double clutch3Transmission input shaft 14Transmission input shaft 25Output shaft 16Output shaft 27Output shaft 3(reverse gear)2042614The double clutch system contains two clutches that areopen when the engine is idling and in neutral (normallyopen). One clutch is always closed in driving mode andtherefore one sub-transmission is always connectedin a non-positive connection. The gear in the othersub-transmission is already pre-selected since theclutch for this sub-transmission is still open. During agear shift, one clutch opens while at the same time theother closes. The power is then transmitted via thepreviously engaged gear. This means that it is possibleto drive with almost no interruption of tractive power.Depending on this data, the control unit calculateswhich gear is to be selected and engages the gear bymeans of servo motors. These are located in thetransmission control unit and act directly upon the gearshift forks inside the transmission.73Sub-transmission 1535311
4 Design and function of the dry double clutch system — Ford4.1 Double clutchBasic principleEach sub-transmission in the Ford double clutch transmission is constructed like a manual transmission. Oneclutch is responsible for each sub-transmission. Bothclutches are located on two interlocking transmissioninput shafts, the outer hollow shaft and the inner solidshaft.Gears 1, 3 and 5 are engaged by K1 and the torque istransmitted to the transmission via the solid shaft. Gears2, 4, 6 and reverse are engaged by K2 and the torque isinduced in the transmission via the hollow shaft.Clutch 1 (K1)K1 is responsible for gears 1, 3 and 5.645364532R1Clutch 2 (K2)K2 is responsible for gears 2, 4, 6 andreverse.2R121
4 Design and function of the dry double clutch system — FordDesign123456 7 891011121Flywheel8Retaining ring2Driving ring with leaf springs9Central plate3K1 pressure plate10 K2 clutch disc4K1 clutch disc11 Clutch cover with lever spring and5Bush6Sliding disc12 Self-adjustment ring for K17Bearing13 Lever spring for K11314K2 adjustment device14 Retaining ringThe central plate with its two friction surfaces forms thecore of the double clutch. The central plate is equippedwith a bearing that, together with the retaining ring,the sliding disc and the bush, forms the sliding offsetcompensator.A clutch disc with torsional damping and a pressureplate with wear adjustment are positioned on each sideof the central plate. The driving ring is positioned on theflywheel side. Thanks to its leaf springs, the driving ringforms a flexible connection element with the engine.Offset compensator1234A special characteristic of this system is the typeof connection with the engine. On previous doubleclutches, a connection with the engine was establishedvia a specially designed dual mass flywheel (DMF) (seepage 30). In this case, a combination of internal gearingand the rim of the driver enabled compensation of thedifferent kinds of technical offset between the engineand the transmission. In contrast to such a design, aconventional flywheel is used in this system. The reasonfor this change lies in the favourable torsional-vibrationbehaviour of the 1.6 and 2.0-litre naturally aspiratedengines used, which allows for torsional damping via221Screw connection2Torsional damper3Driving ring4Flywheelthe clutch discs. The form-fit gear connection betweenthe clutch and the DMF has been omitted. Instead, thedriving ring is bolted to the flywheel.To compensate for the different kinds of offset, thedouble clutch is equipped with additional functions: Thesliding offset compensator compensates for the radialoffset and the leaf springs on the driving ring compensate for the angular displacement and the axial offset.
Radial offsetAutomotive components are generally produced within adefined range of tolerance, which allows for deviationsfrom the standard state without preventing a systemfrom functioning correctly. When fitting the engine andtransmission together, the combination of componenttolerances may be unfavourable, thereby causing a radial offset. In such instances, the axes of rotation of thecrankshaft and the transmission input shaft are not atthe same level. This offset can lead to idling noises andincreased wear, particularly if the transmission inputshaft does not have a pilot bearing.The sliding offset compensator is employed here as acountermeasure. It uses a dry-running plain bearing toprovide the double clutch with radial flexibility on thetransmission input shaft. As such, the relative movements are directed via a durable sliding disc and radialforces are effectively prevented.Note:If the double clutch is removed, the ball bearing of the sliding offset compensator becomes unattachedin the central plate. This occurs as a result of the design and should not be regarded as a defect.Axial offsetThe crankshaft is subject to bending due to the combustionin the cylinders. When these combustion occur, thecrankshaft extends to the axis of rotation, resulting inpulsing changes in length at the flange of the crankshaftthat occur in line with the combustion frequency. Thesechanges in length create an axial offset, which causesthe flywheel to wobble. This movement must not betransferred directly to the double clutch, as this wouldhave a negative impact on comfort characteristics.Angular displacementAngular displacement can also result from the combinations of component tolerances. In such instances, theaxes of rotation of the crankshaft and the transmissioninput shaft are positioned at differing angles to each other.Consequently, the clutch discs are constantly subject tobending during operation, causing premature damage tothe clutch discs.aTo compensate for the axial offset and angular displacement without producing any wear, the double clutch isflexibly mounted in the driving ring. As part of this design,specially shaped leaf springs effectively compensate forthe axial offset and angular displacement.23
4 Design and function of the dry double clutch system — heel10 K2 engagement bearingK1 engagement bearing3Central plate11 Retaining ring4Support bearing12 Transmission input shaft 1 (solid shaft)5K1 pressure plate13 Transmission input shaft 2 (hollow shaft)6K1 clutch disc14 K1 lever spring7K2 pressure plate15 K2 lever spring8K2 clutch disc
FunctionWhen driving in gears 1, 3 or 5, the servo motor for K1 isactivated electrically. This causes the engagement leverwith the wide fork opening and the large engagementbearing to move towards the double clutch. The outerlever spring transmits this movement to the retainingring and reverses the effective direction of the
5 Dual mass flywheel (DMF) for the double clutch transmission (DCT) 30 6 Description and contents of the LuK special tools 31 6.1 Basic tool kit 32 6.2 Volkswagen tool kit 33 6.3 Renault tool kit 34 6.4 Ford tool kit 35 6.5 Reset tool kit 36 6.6 Supplemen
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