The Double Clutch

Technology/special tools
 The content of this brochure shall not be legally binding Copyright ©
and is for information purposes only. To the extent Schaeffler Automotive Aftermarket GmbH & Co. KG
legally permissible, Schaeffler Automotive Aftermarket April 2018
GmbH & Co. KG assumes no liability out of or in
connection with this brochure.

All rights reserved. Any copying, distribution, repro-

duction, making publicly available or other publication
of this brochure in whole or in extracts without the prior
written consent of Schaeffler Automotive Aftermarket
GmbH & Co. KG is prohibited.

2
Schaeffler in the Automotive Aftermarket –
more innovation, more quality and more service.

Schaeffler REPXPERT –
the service brand for garage professionals.
With REPXPERT, we offer a comprehensive service
package for the products and repair solutions of the
LuK, INA, FAG, and Ruville brands. Looking for specific
information about damage diagnosis? Are you in need
of particular tools to help make your everyday garage
routine easier? Whether online portal, service hotline,
installation instructions and videos, training seminars,
or events – you get all technical services from a
single source.
Register now for free, in just a few clicks, at:
www.repxpert.com.

Schaeffler in the Automotive Aftermarket –

always the first choice for vehicle repair.
Whenever a vehicle needs to go to the garage, our
products and repair solutions are first choice to fix
them. With our four strong brands LuK, INA, FAG, and
Ruville, and our service brand REPXPERT, we are a
reliable partner around the world. Whether passenger
cars, light and heavy commercial vehicles, or tractors –
our optimally tuned components allow fast and
professional parts replacement.

Our products are based on a comprehensive systems

approach. Innovation, technical expertise, and the
highest material and manufacturing quality make us
not only one of the leading development partners for
vehicle manufacturers, but also a pioneering provider
of value-retaining spare parts and complete repair
solutions for clutches and clutch release systems,
engine and transmission applications, and chassis
applications in original-equipment quality – right up to
the appropriate special tools.

For over 50 years, we have offered everything needed

for transmission repair under the LuK brand. Besides
the LuK RepSet family and products for the entire
hydraulic release system for professional clutch repair,
the portfolio also includes the dual mass flywheel and
components for expert repair of transmissions and
differentials. It also includes professional solutions
for transmission repair of commercial vehicles and
tractors.

3
4
 Contents

Content
Seite

1 The double clutch transmission (DCT) 6

2 Design and function of the wet double clutch system – Audi, SEAT, ŠKODA, Volkswagen 8
7-speed transmission 0BH, 0DE, 0BT, 0DW (DQ 380/81 and DQ 500)

2.1 Double clutch 9

3 Design and function of the dry double clutch system – Audi, SEAT, ŠKODA, Volkswagen 14
7-speed transmission 0AM

3.1 Double clutch 15

3.2 Engagement system 18

4 Design and function of the dry double clutch system – Ford 1.0 liter, 6-speed transmission DPS6, 20
Hyundai, Kia, 6-speed transmission D6GF1, Renault, 6-speed transmission DC0/DC4, Smart,
6-speed transmission H-DCT

4.1 Double clutch 21

4.2 Engagement system 24

5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines, 28
6-speed transmission DPS6

5.1 Double clutch 29

5.2 Engagement system 34

6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat 38
1.4-liter petrol engines and 2.0-liter diesel engines, 6-speed transmission C635 DDCT

6.1 Double clutch 39

6.2 Release and engagement system 45

7 Dual mass flywheel (DMF) for the double clutch transmission (DCT) 48

8 Description and contents of the LuK special tools 49

8.1 Tool kits for dry double clutches 50

8.2 Tool kits for wet double clutches 51

9 Overview of how to use the tool kits 59

9.1 Tool kits for dry double clutches 59

9.2 Tool kits for wet double clutches 59

5
1 The double clutch transmission (DCT)

1 The double clutch transmission (DCT)

Since automatic torque converter transmissions have
been in existence, their greatest advantage, gear
shifts under load, has been highly valued. However,
due to converter losses, automatic transmissions have
considerably reduced efficiency in comparison with
manual transmissions. For this reason, great efforts
were made to develop a DCT right from an early stage.
The objective being to combine the efficiency of a
manual transmission with the comfort of an automatic,
in a completely new design.

The French inventor Adolphe Kégresse and Darmstadt-

based Professor Rudolf Franke registered the first patents
for a type of DCT in 1939/40. However, it took a good
quarter of a century to get from the idea to initial use.

Most importantly, Porsche worked intensively from 1968

on developing the DCT for motor racing, as it promised
considerable advantages in pushing the limits of maxi-
mum acceleration. It was thus possible to perform gear
shifts significantly more quickly and with fewer losses
at full tractive power. The acceleration
of cars from that time remains
impressive to this day.

For many years, the

DCT was merely
used as a special
solution for use
in sport, but in
the mid-90s
the transmis-
sion system
increasingly
became the
focus of auto-
motive deve-
lopment. During
the search for an
alternative to auto-
matic transmission,
the advantages of the
DCT became apparent. Both
the sports and consumer-oriented
requirements of European customers as well
as stricter laws to promote a reduction in CO2 emissions
ultimately gave the decisive impetus for development
for series production. In Autumn 2002, the Volkswagen
Group presented the first production vehicle with the
new technology. It initially contained a wet double clutch
(running in an oil bath), followed five years later by a
dry version. This type of transmission is now supplied by
other renowned automotive manufacturers.

6
What is a double clutch transmission?
The DCT consists of two independent sub-transmissions An overview of all the advantages of a double
positioned in a single transmission housing. Each sub- clutch transmission
transmission is constructed like a manual transmission
in terms of function. Consequently, each sub-transmission
is assigned its own clutch. Dry and wet versions of the
clutches are possible, depending on the engine torque
and mounting space.

While driving, all the processes of a gear shift are regu-

lated automatically. A control unit relays commands to
either an electrohydraulic or electromechanical actuating
mechanism. This enables the clutches and gear shift
forks to perform their work within a precisely defined
time window. One sub-transmission is therefore always
connected to the engine in a non-positive connection.
In the other sub-transmission, the next gear is pre-
selected and is ready to be requested. In driving mode,
the clutches are then actuated alternately within a matter
of milliseconds. For the driver, this means, among other
things, greater driving comfort due to barely noticeable • Combines the comfort of an automatic trans-­
interruptions of tractive power when accelerating. mission with the responsiveness of a manual
transmission
The DCT is available with a wet or dry double clutch.
Vehicle manufacturers decide between these systems • Similar properties to an automatic transmission,
based mainly on mounting space, torque capacity and but with excellent efficiency
cost-effectiveness.
• Barely noticeable interruption of tractive power
Wet double clutches require little mounting space and when performing crossover gear shifts
can transfer higher torques because of their good heat
dissipation. However, drag losses in the oil experienced • Reduction in fuel consumption
by the clutch and the pump performance lead to a re-
duction in efficiency. • Reduction in CO2 emissions

The dry double clutch requires slightly more mounting

space, but it works more efficiently as no oil is being
moved in the clutch area. Frictional heat needs to be dis- This brochure describes the design and function of the
sipated through air, which is a poorer heat conductor. various wet and dry double clutch systems from LuK.
As a result, the thermal load capacity and transferrable
torque are lower than in the wet version.

7
2 Design and function of the wet double clutch system – Audi, SEAT, ŠKODA, Volkswagen

2 Design and function of the wet double clutch system –

Audi, SEAT, ŠKODA, Volkswagen 7-speed transmission 0BH, 0DE,
0BT, 0DW (DQ 380/81 and DQ 500)
The main components of the double clutch system are
the dual mass flywheel (DMF) and double clutch (DC).
The system is controlled by the mechatronics. This con-
sists of the electronic control unit, sensors and the elec-
tro-hydraulic control unit (actuating mechanism). These
functional groups are combined in a single housing. The
compact design allows space-neutral integration into
the gearbox housing.

During driving operations, the mechatronics evaluate

various pieces of information, including:

• Speed of both transmission input shafts

• Wheel speed and vehicle speed
1 Wet double clutch
• Selector lever position
2 Dual mass flywheel
• Gas pedal position (acceleration or deceleration)

Depending on this data, the mechatronic system cal- in a non-positive connection. The gear in the other
culates which gear to select, and engages the relevant sub-transmission is already pre-selected as the clutch
gear using the gear actuator and shift fork. Oil pressure for this sub-transmission is still open. When changing
closes the clutches. The system is designed so that both gear, one clutch opens while at the same time the other
sub-clutches are open when the engine is stopped or id- closes. Force is then transmitted via the previously en-
ling (normally open), and are only closed by oil pressu- gaged gear. This means that it is possible to accelerate
re. One clutch is always closed during driving operations with virtually no interruption to the tractive power.
and therefore one sub-transmission is always connected

Transmission diagram

Sub-transmission 2
R
2
7 6
4

6 4

2 1
Sub-transmission 1
1 Crankshaft
2 Double clutch 5
3 Transmission input shaft 1
4 Transmission input shaft 2
5 Output shaft 1
3
6 Output shaft 2
1
7 Output shaft 3 (reverse gear) 3
5
7

8
2.1 Double clutch

Basic principle

In the case of 7-speed double clutch transmissions, each engaged by clutch 1 (K1) and the torque is transmitted
sub-transmission is constructed like a manual transmission to the transmission via the solid shaft. Gears 2, 4, 6 and
in terms of function. A sub-clutch is responsible for each reverse are engaged by clutch 2 (K2) and the torque is
sub-transmission. Both clutches are located on two transmitted to the transmission via the hollow shaft.
interlocking transmission input shafts, the outer hollow
shaft and the inner solid shaft. Gears 1, 3, 5 and 7 are

Clutch 1 (K1)
K1 is responsible for gears 1, 3, 5 and 7.

2
6 4 R

1
5 3
7

Clutch 2 (K2)
K2 is responsible for gears 2, 4, 6 and reverse.

2
6 4 R

1
5 3
7

9
2 Design and function of the wet double clutch system – Audi, SEAT, ŠKODA, Volkswagen

Design

1 2 3 4 5 6 7 8 9

1 Outer plate carrier 6 Disk packet K1

2 Disk packet K2 7 Inner plate carrier K1
3 Support ring 8 Driving disk with input hub
4 Snap ring 2 9 Snap ring for driving disk
5 Inner plate carrier K2

Engine torque is transmitted from the dual mass flywheel 1. By the same principle, transmission input shaft 2 is
to the input hub of the driving disk by means of a spline. driven by the inner plate carrier of clutch K2. On the
The driving disk is positively connected to the outer plate backs of the multi-disc clutches there are actuating pis-
carrier of clutch K1. It is locked by a snap ring. The outer tons; these close the relevant multi-disc clutch by means
plate carriers form a unit from which engine torque is of oil pressure and open the clutch via a pressure spring
transferred to the disk packets of K1 and K2. The inner as soon as no oil pressure is present
plate carrier of clutch K1 drives transmission input shaft

10

1 Dual mass flywheel

2 Input hub
3 Transmission input shaft 1 (solid shaft)
4 Clutch K1
5 Clutch K2
6 Transmission input shaft 2 (hollow shaft)
7 Actuating piston K1
8 Actuating piston K2
1 2 3 4 5 6
9 Pressure spring for actuating piston K1
10 Pressure spring for actuating piston K2

10
 Double Clutch: Engine Side
1 Outer plate carrier K1
2 Inner plate carrier K1
3 Facing plate
4 Inner plate carrier K2
5 Driving disk
6 Outer plate carrier K2
7 Steel plate

1 2 3 4 5 6 7

Inside the double clutch there are two disk packets, in The steel plates have been ground on both sides and
which several steel plates and facing plates are arranged form the friction surfaces for the respective facing pla-
alternately. The number and diameter of the plates can tes. These are fitted with bonded friction linings which
vary depending on the torque capacity of the particular have grooves at regular intervals. Oil flows through
double clutch. The steel plates and facing plates are these grooves during operation to provide cooling.
positively connected with the outer or inner plate carrier.

Double clutch gearbox side (main hub)

1 Toothed gear for oil pump drive (only
DQ 380/500)
2 Radial seal for rotary connection K1
3 Rotary connection K1

7 4 Radial seal for rotary connection K1

8 5 Radial seal for rotary connection K2
9 6 Needle roller bearing for transmission
input shafts
7 Rotary connection K2
8 Radial seal for rotary connection K2
9 Hole for oil cooling

1 23 45 6

Both clutches can be opened and closed independently ween the gearbox and the rotary connections. Oil flows
of each other by changing the oil pressure. The clut- through holes on the front side of the main hub onto the
ches are supplied with oil pressure via the main hub facing plates for cooling purposes. The double clutch
using two rotary connections. One supplies clutch K1, transmission is driven on the transmission side by two
the other clutch K2. Four radial seals (rectangular rings needle roller bearings on drive shaft 2, on the engine
which are similar to the piston rings) create a seal bet- side by the spline of the DMF.

11
2 Design and function of the wet double clutch system – Audi, SEAT, ŠKODA, Volkswagen

Function

To drive in gears 1, 3, 5 or 7, clutch K1 must be closed. To open the clutch, the oil pressure is lowered. The force of
do so, the electro-hydraulic control unit directs oil pres- the pre-tensioned pressure springs is now greater than
sure to rotary connection K1. The oil travels through a that of the oil pressure, causing the actuating piston to
channel between the plate carrier and the actuating pis- return to its initial position.
ton of K1. As a result, both the pressure springs and the
disc packet are compressed and the clutch is closed. To

Clutch 1 closed, clutch 2 open

12
To drive in gears 2, 4, 6 or in reverse, clutch K2 must lowered. The force of the pre-tensioned pressure springs
be closed. To do so, the electro-hydraulic control unit is now greater than that of the oil pressure, causing the
directs oil pressure to rotary connection K2. The oil actuating piston to return to its initial position.
travels through a channel between the plate carrier and
the actuating piston of K2. As a result, both the pressure
springs and the disc packet are compressed and the
clutch is closed. To open the clutch, the oil pressure is

Clutch 2 closed, clutch 1 open

13
3 Design and function of the dry double clutch system — Audi, SEAT, ŠKODA, Volkswagen

3 Design and function of the dry double clutch system –

Audi, SEAT, ŠKODA, Volkswagen 7-speed transmission 0AM

The double clutch system consists of three main

com­ponents: the dual mass flywheel (DMF), the double
clutch (DC) and the engagement system. The system
is controlled by mechatronics, consisting of an electronic
control unit, sensors and an electrohydraulic control
unit (actuating mechanism). These functional groups
are combined in a single housing. The compact design
enables integration into the transmission housing
without requiring any extra space.

In driving mode, the mechatronics evaluate, among other

things, the following information:

• Speed of both transmission input shafts 1 2 3

• Wheel speed and driving speed 1 Dual mass flywheel

• Gear selection 2 Double clutch
• Accelerator pedal position (acceleration or 3 Engagement system
deceleration)

Depending on this data, the mechatronics calculate The system is constructed so that both sub-clutches
which gear is to be selected and engage the gear by me- are open when the engine is idling and in neutral and
ans of the gear actuator and the gear shift forks. are not closed until the engagement lever is activated
The clutches are opened and closed by means of two pi- (normally open). One clutch is always closed in driving
stons, which each activate an engagement lever. mode and therefore one sub-transmission is always
connected in a non-positive connection. The gear in
the other sub-transmission is already pre-selected
since the clutch for this sub-transmission is still open.
During a gear shift, one clutch opens while the other
Transmission diagram clutch closes simultaneously. The torque is then trans-
mitted via the previously engaged gear. This means that
acceleration is possible with almost no interruption of
tractive power.

Sub-transmission 2
R
2
7 6
4

6 4

2 1
Sub-transmission 1
1 Crankshaft
2 Double clutch 5
3 Transmission input shaft 1
4 Transmission input shaft 2
5 Output shaft 1
3
6 Output shaft 2
1
7 Output shaft 3 3
5
(reverse gear) 7

14
3.1 Double clutch

Basic principle

In the case of 7-speed double clutch transmissions, each engaged by clutch 1 (K1) and the torque is transmitted
sub-transmission is constructed like a manual transmission to the transmission via the solid shaft. Gears 2, 4, 6 and
in terms of function. A sub-clutch is responsible for each reverse are engaged by clutch 2 (K2) and the torque is
sub-transmission. Both clutches are located on two transmitted to the transmission via the hollow shaft.
interlocking transmission input shafts, the outer hollow
shaft and the inner solid shaft. Gears 1, 3, 5 and 7 are

Clutch 1 (K1)
K1 is responsible for gears 1, 3, 5 and 7.

2
6 4 R

1
5 3
7

Clutch 2 (K2)
K2 is responsible for gears 2, 4, 6 and reverse.

2
6 4 R

1
5 3
7

15
3 Design and function of the dry double clutch system – Audi, SEAT, ŠKODA, Volkswagen

Design

1 2 3 4 5 6 7 8 9 10

1 K1 driving ring with pressure plate 6 Lever spring with adjustment device for K2
2 K1 clutch disc 7 Clutch cover with adjustment device for K1
3 Central plate 8 K1 lever spring
4 K2 clutch disc 9 Retaining ring
5 K2 pressure plate 10 Stop ring

The central plate with its two friction surfaces forms the A clutch disc and the corresponding pressure plate are
core of the clutch. It is secured to the hollow shaft via a positioned on each side.
support bearing.

3 13
14

5 15
7
2
8
4 9
6 10

1
11
12
1 Crankshaft
2 Dual mass flywheel (DMF)
3 Central plate
4 Support bearing
5 K1 pressure plate
6 K1 clutch disc
7 K2 pressure plate
8 K2 clutch disc
9 K2 engagement bearing
10 K1 engagement bearing
11 Transmission input shaft 1 (solid shaft)
12 Transmission input shaft 2 (hollow shaft)
13 Retaining ring
14 K2 lever spring
15 K1 lever spring

16
Function

If one of gears 1, 3, 5 or 7 is to be used when driving, the If a shift to gear 2, 4, 6 or reverse is then necessary, the
mechatronics actuate the large engagement lever. This large engagement lever is driven back, thus opening K1.
closes K1 and the power is transmitted to the solid shaft. At the same time, the mechatronics actuate the small en-
While driving in an “uneven” gear, the mechatronics gagement lever. K2 is closed and the torque is transmit-
engage the next highest or next lowest gear. This gear ted to the hollow shaft.
“waits” until K2 is closed.

• The power of the large engagement lever of the K1 is • The small engagement lever presses the K2 pressure
transmitted to the lever spring via the engagement plate against the K2 clutch disc, thus closing the clutch
bearing, and the direction of action of this power is
reversed by the deflection points of the pressure
plate housing

• The K1 pressure plate moves in the direction of the

central plate, thus closing the clutch

17
3 Design and function of the dry double clutch system – Audi, SEAT, ŠKODA, Volkswagen

3.2 Engagement system

Audi, SEAT, SKODA and Volkswagen vehicles utilise two fore, if a repair is needed, the entire engagement system
different engagement systems. The first generation must be replaced. To correctly identify which system is
was used for vehicles produced until May 2011, and the used, the date of manufacture is shown on a plate on the
second generation from June 2011. Each system is both transmission. It is located near the parking lock cover
visibly and technically different from the other. There- and mechatronics system.

Design

In the first generation, the engagement levers are forged Both levers are supported in the clutch housing by a
and can be recognised by their rough surface. replaceable counter-bearing. Adjusting shims are used
on (K1) or under (K2) the respective engagement bearing
First generation engagement system* in order to compensate for axial tolerances.

1 2 3 4 5 6 7

* Up to May 2011 transmission production date, with forged engagement levers

1 Guiding sleeve 5 Small engagement lever with guiding pistons for C2

2 Large engagement lever for engagement bearing K1 6 Adjusting shim with 4 or 8 recesses for K2
3 K1 engagement bearing 7 Engagement bearing for K2
4 Adjusting shim for K1

The two second generation engagement levers are made The K1 lever is supported in the clutch housing by a non-
of pressed steel and have a smooth surface. replaceable hinge bearing. In contrast, the counter-
bearing (ball head) for the C2 lever is always replaced in
the event of a repair. Another change is the K1 engagement
Second generation engagement system* bearing, which is now designed as a spherical bearing.
The corresponding adjusting shim is omitted. Instead,
the axial clearance is adjusted by means of spherical
caps of differing thicknesses.

1 2 3 4 5 6 7

* From June 2011 transmission production date, with sheet steel engagement levers

1 Guiding sleeve 5 Small engagement lever with guiding pistons for C2

2 Large engagement lever for engagement bearing K1 6 Adjusting shim with 8 recesses for K2
3 K1 engagement bearing 7 Engagement bearing for K2
4 Spherical adjustment cap for K1

18
Function

In previous manual transmissions with a single disc

clutch, the clutch is closed when idling. It is opened by
pressing on the clutch pedal, which disconnects the
transmission of power. This takes place via the “release
system”.

In contrast, the clutches in this double clutch system

are open when idling. They are closed when the engage-
ment lever is actuated. This is therefore referred to as an
engagement system.

The mechatronics alternately activate the two engagement

levers along with the engagement bearings by means
of two tappets. The engagement levers are supported
by the counter-bearings and transfer the force to the
lever springs via the engagement bearings. This closes
the corresponding clutch. The wear of the clutch discs
is compensated for by an integrated self-adjustment
device. In this way, the position of both actuators in the
mechatronics are always kept constant over the whole
service life.

19
4 Design and function of the dry double clutch system – Ford 1.0 liter, Hyundai, Kia, Renault, Smart

4 Design and function of the dry double clutch system –

Ford 1.0 liter, 6-speed transmission DPS6, Hyundai, Kia, 6-speed transmission
D6GF1, Renault, 6-speed transmission DC0/DC4, Smart, 6-speed transmission H-DCT
The Ford 1.0-liter, Hyundai, Kia, Renault and Smart
double clutch system consists of three main compon-
ents: the dual mass flywheel (DMF), the double clutch
(DC) and the engaging system with lever actuators.
The trans­mission control unit, which is located on the
outside of the transmission housing, controls two servo
motors. These set the lever actuators into motion and
cause the clutches to close and open alternately.

In driving mode, the transmission electronics evaluate,

among other things, the following information:
1 2 3 4 4

• Transmission input speed 1 Dual mass flywheel

• Vehicle speed 2 Double clutch
• Gear selection 3 Guiding sleeve with engagement bearing
• Accelerator pedal position 4 Lever actuators with servo motors
• Brake pedal information

Depending on this data, the control unit calculates The double clutch system contains two clutches that are
which gear is to be selected and engages the gear by open when the engine is idling and in neutral (normally
means of gear change motors. These are located in the open). One clutch is always closed in driving mode and
transmission control unit and act directly upon the gear therefore one sub-transmission is always connected.
shift forks inside the transmission. The gear in the other sub-transmission is already pre-
selected since the clutch for this sub-transmission is
still open. During a gear shift, one clutch opens while
at the same time the other closes. The torque is then
transmitted via the previously engaged gear. This means
that it is possible to drive with almost no interruption of
Transmission diagram tractive power.

Sub-transmission 2
R
2
7 6
4

6 4

2 1
Sub-transmission 1
1 Crankshaft
2 Double clutch 5
3 Transmission input shaft 1
4 Transmission input shaft 2
5 Output shaft 1
3
6 Output shaft 2
1
7 Output shaft 3 3
5
(reverse gear)

20
4.1 Double clutch

Basic principle

Each sub-transmission in the double clutch transmission transmitted to the transmission via the solid shaft. Gears
is constructed like a manual transmission. One clutch is 2, 4, 6 and reverse are engaged by K2 and the torque is
responsible for each sub-transmission. Both clutches are transmitted to the transmission via the hollow shaft.
located on two interlocking transmission input shafts,
the outer hollow shaft and the inner solid shaft.
Gears 1, 3 and 5 are engaged by K1 and the torque is

Clutch 1 (K1)
K1 is responsible for gears 1, 3 and 5.

2
6 4 R

1
5 3

Clutch 2 (K2)
K2 is responsible for gears 2, 4, 6 and reverse.

2
6 4 R

1
5 3

21
4 Design and function of the dry double clutch system – Ford 1.0 liter, Hyundai, Kia, Renault, Smart

Design

1 2 3 4 5 6 7 8 9

1 K1 driving ring with pressure plate 6 Lever spring with adjustment device for K2 and
2 K1 clutch disc the K2 transport fastener
3 Central plate 7 Clutch cover with adjustment device for K1 and
4 K2 clutch disc the K1 transport fastener
5 K2 pressure plate 8 K1 lever spring
9 Retaining ring

The central plate with its two friction surfaces forms the A clutch disc and the corresponding pressure plate are
core of the clutch. It is secured to the hollow shaft via a positioned on each side.
support bearing.

11

5 7
15
8 14
9
4

1
12 13
10
2
3

1 Crankshaft 9 K1 engagement bearing

2 Dual mass flywheel (DMF) 10 K2 engagement bearing
3 Central plate 11 Retaining ring
4 Support bearing 12 Transmission input shaft 1 (solid shaft)
5 K1 pressure plate 13 Transmission input shaft 2 (hollow shaft)
6 K1 clutch disc 14 K1 lever spring
7 K2 pressure plate 15 K2 lever spring
8 K2 clutch disc

22
Function

When driving in gears 1, 3 or 5, the servo motor for K1 is If one of gears 2, 4, 6 or R is to be used when driving,
activated electrically. This causes the engagement lever the servo motor for K2 actuates the engagement lever
with the wide fork opening and the large engagement with the narrow fork opening. The inner lever spring is
bearing to move towards the double clutch. The outer activated via the engagement bearing. This moves the
lever spring transmits this movement to the retaining K2 pressure plate towards the central plate. This creates
ring and reverses the effective direction of the engage- a connection to the clutch disc. The engine torque is
ment force. As a result, the pressure plate for K1 is pulled transmitted to the hollow shaft. At the same time, K1
towards the central plate, closing the clutch. The clutch opens.
disc then transfers the engine torque to the solid shaft.

23
4 Design and function of the dry double clutch system – Ford 1.0 liter, Hyundai, Kia, Renault, Smart

4.2 Engagement system

Structure of the overall system

2 3

1 Engagement bearing for K1

2 Engagement bearing for K2 7
3 Guiding sleeve
4 Lever actuator with return springs for K1
5 Lever actuator with return springs for K2
6 Servo motor for K1
7 Servo motor for K2

With previous manual transmissions with single disc The engaging system is operated electrically and consists
clutch, the clutch is closed when idling. It is opened by of the two engagement bearings for K1 and K2 [1 and 2],
pressing on the clutch pedal, thus disconnecting the the guiding sleeve [3] and two lever actuators [4 and 5].
transmission of power. This takes place via the “release These components are arranged in the transmission bell
system”. housing. The two servo motors [6 and 7] are mounted on
the outside. They are connected to the respective lever
By contrast, the clutches in this double clutch system actuator via a spindle. Both work identically, only the
are open when idling (normally open). They are closed fork openings on the engagement levers are different.
when the engagement lever is actuated. This is therefore
referred to as an engaging system.

24
Structure of the lever actuator

The lever actuator consists of a base plate, spindle, sled The base plate is used to secure the lever actuator in the
(nut ball screw with multi-part rollers), engagement lever transmission bell housing and to guide the rollers pre-
and return springs. Together they form the actuating cisely. The engagement lever contains two return springs,
mechanism. which serve as deflection points and energy stores.

2
7
6
5

3
1

1 Base plate 5 Rollers

2 Spindle 6 Engagement lever
3 Sled 7 Return spring
4 Nut ball screw 8 Servo motor

Design and function of the return spring

The return spring acts as an energy store during the In order to achieve the optimum performance of the
engagement process. The sleeve [2] and the pressure engaging system, return springs and lever actuators
spring [3] form a single unit. There is a stop at the lower are adapted to one another and paired ex works. These
end of the screw [1] that limits the path of the sleeve. units are identified by an identical four-digit number
There is a nut [4] at the upper end. This supports the that is located on the sleeve and the engagement lever.
pressure spring and is used to adjust the return spring
ex works.
5
The engagement lever and sleeve are designed with a
wave profile. On the one hand, this ensures that the en- 4
gagement lever is guided correctly. It also forms a rocker
joint connection that enables virtually frictionless work
during operation.
3

At the start of the engagement process, the pressure

spring is compressed by the sleeve. The energy stored
in this way is used to close the clutch at the end of the
engagement process. 2

1 Bolt
2 Sleeve
3 Pressure spring
4 Nut 1
5 Retaining ring

25
4 Design and function of the dry double clutch system – Ford 1.0 liter, Hyundai, Kia, Renault, Smart

Function

The servo motor changes the central bearing point of By moving the sled further, even more energy is stored in
the engagement lever, the sled, via a ball screw drive. the return spring, to the point where the changed lever
This influences the effective lever ratio, which changes ratio together with the force of the return spring is suf-
continually over the course of the engagement process. ficient to close the clutch.

The sled moves towards the transmission input shaft Intelligent use of the lever principle results in an almost
during the engagement process. The return spring is constant force level for the servo motor. This allows a
compressed due to the inclined plane (working angle) of considerable reduction in motor size. Due to the low
the engagement lever and thus acts as an energy store. energy requirement and the universally applicable
The force on the engagement bearing increases but, due actuating mechanism, this system also fulfils the future
to the unfavourable lever ratio, is not yet sufficient to requirements for hybrid systems.
close the clutch.

Schematic representation

FSpring FSpring

ROPmin

FActuator

ROPmax

FClutch FClutch

Engagement pathClutch

The pre-tension force of the pressure spring [FSpring] in the

return spring and the leverage ratio [x/(L – x)] resulting x
FClutch = FSpring ∙
from the position [x] of the sled determine the engagement L–x
force of the clutch [FClutch].

In order to engage the clutch, the sled must be moved

FActuator = (FClutch+ FSpring) ∙
along its max. roller path [ROPmax].

The actuator force [FActuator] consists of the equilibrium

between the spring and clutch force, offset against the
working angle [α].

26
Automatic emergency clutch opening
Since, in contrast to manual transmissions, the clutches In order to prevent this, the lever actuators are designed
are actively closed, in the event of a malfunction the so that, with a currentless servo motor, the counter force
engaging system could come to a stop in an inseparable of the lever spring is sufficient to push back the sled
clamped state. The vehicle would then no longer be able automatically, thus opening the clutch. In this way, the
to move with a gear engaged. vehicle can still be moved in an emergency, even when a
gear is engaged.

Motor active Motor passive

MMotor

FSpring FSpring

FSpindle

FClutch FClutch

27
5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines

5 Design and function of the dry double clutch system —

Ford 1.6- and 2.0-liter gasoline engines 6-speed transmission DPS6

The main components of the Ford 1.6- and 2.0-liter

double clutch system are the flywheel, the double clutch
(DC) and the engaging system with lever actuators.
A control unit, which is located on the outside of the
transmission housing, controls two servo motors. These
set the lever actuators into motion and cause the clut-
ches to close and open alternately.

In driving mode, the transmission electronics evaluate,

among other things, the following information:
1 2 3 4 4
• Transmission input speed
• Vehicle speed 1 Flywheel
• Gear selection 2 Double clutch
• Throttle position 3 Guiding sleeve with engagement bearing
• Accelerator pedal position 4 Lever actuators with servo motors
• Brake pedal information
• Engine speed and engine torque
• Engine temperature and external temperature
• Steering angle

Depending on this data, the control unit calculates The double clutch system contains two clutches that are
which gear is to be selected and engages the gear by open when the engine is idling and in neutral (normally
means of servo motors. These are located in the open). One clutch is always closed in driving mode and
transmission control unit and act directly upon the gear therefore one sub-transmission is always connected in
shift forks inside the transmission. a non-positive connection. The gear in the other sub-
transmission is already pre-selected since the clutch for
Transmission diagram this sub-transmission is still open. During a gear shift,
one clutch opens while at the same time the other clo-
ses. The power is then transmitted via the
previously engaged gear. This means that it is possible
to drive with almost no interruption of tractive power.

Sub-transmission 2
R
2
7 6
4

6 4

2 1
Sub-transmission 1
1 Crankshaft
2 Double clutch 5
3 Transmission input shaft 1
4 Transmission input shaft 2
5 Output shaft 1
3
6 Output shaft 2
1
7 Output shaft 3 3
5
(reverse gear)

28
5.1 Double clutch

Basic principle

Each sub-transmission in the Ford double clutch trans- Gears 1, 3 and 5 are engaged by K1 and the torque is
mission is constructed like a manual transmission. One transmitted to the transmission via the solid shaft. Gears
clutch is responsible for each sub-transmission. Both 2, 4, 6 and reverse are engaged by K2 and the torque is
clutches are located on two interlocking transmission transmitted to the transmission via the hollow shaft.
input shafts, the outer hollow shaft and the inner solid
shaft.

Clutch 1 (K1)
K1 is responsible for gears 1, 3 and 5.

2
6 4 R

1
5 3

Clutch 2 (K2)
K2 is responsible for gears 2, 4, 6 and
reverse.

2
6 4 R

1
5 3

29
5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines

Design

1 2 3 4 5 6 7 8 9 10 11 12 13 14

1 Flywheel 8 Retaining ring

2 Driving ring with leaf springs 9 Central plate
3 K1 pressure plate 10 K2 clutch disc
4 K1 clutch disc 11 Clutch cover with lever spring and
5 Bush K2 adjustment device
6 Sliding disc 12 Self-adjustment ring for K1
7 Bearing 13 Lever spring for K1
14 Retaining ring

The central plate with its two friction surfaces forms the A clutch disc with torsional damping and a pressure
core of the double clutch. The central plate is equipped plate with wear adjustment are positioned on each side
with a bearing that, together with the retaining ring, of the central plate. The driving ring is positioned on the
the sliding disc and the bush, forms the sliding offset flywheel side. Thanks to its leaf springs, the driving ring
compensator. forms a flexible connection element with the engine.

Offset compensator

4 1 Screw connection
2 Torsional damper
3 Driving ring
4 Flywheel

A special characteristic of this system is the type of con- allows for torsional damping via the clutch discs. The
nection with the engine. On previous double clutches, toothed gear connection between the clutch and the
a connection with the engine was established via a spe- DMF has been omitted. Instead, the driving ring is bolted
cially designed dual mass flywheel (DMF). In this case, a to the flywheel.
combination of internal gearing and the rim of the driver
enabled compensation of the different kinds of techni- To compensate for the different kinds of offset, the
cal offset between the engine and the transmission. In double clutch is equipped with additional functions: The
contrast to such a design, a conventional flywheel is sliding offset compensator compensates for the radial
used in this system. The reason for this change lies in offset and the leaf springs on the driving ring compen-
the favourable torsional-vibration behaviour of the 1.6 sate for the angular displacement and the axial offset.
and 2.0-liter naturally aspirated engines used, which

30
Radial offset
Automotive components are generally produced within a
defined range of tolerance, which allows for deviations
from the standard state without preventing a system
from functioning correctly. When fitting the engine and
transmission together, the combination of component
tolerances may be unfavourable, thereby causing a
radial offset. In such instances, the axes of rotation of
the crankshaft and the transmission input shaft are not
at the same level. This offset can lead to idling noises
and increased wear, particularly if the transmission
input shaft does not have a pilot bearing.

The sliding offset compensator is employed here as a

countermeasure. It uses a dry-running plain bearing to
provide the double clutch with radial flexibility on the
transmission input shaft. As such, the relative move-
ments are directed via a durable sliding disc and radial
forces are effectively prevented.

Note:
If the double clutch is removed, the ball bearing of the sliding offset compensator becomes unattached
in the central plate. This occurs as a result of the design and should not be regarded as a defect.

Axial offset
The crankshaft is subject to bending due to the combus-
tion in the cylinders. When these combustion occur, the
crankshaft extends to the axis of rotation, resulting in
pulsing changes in length at the flange of the crankshaft
that occur in line with the combustion frequency. These
changes in length create an axial offset, which causes
the flywheel to wobble. This movement must not be
transferred directly to the double clutch, as this would
have a negative impact on comfort characteristics.

Angular displacement
Angular displacement can also result from the combina-
tions of component tolerances. In such instances, the
axes of rotation of the crankshaft and the transmission
input shaft are positioned at differing angles to each other.
Consequently, the clutch discs are constantly subject to
bending during operation, causing premature damage to
the clutch discs.

To compensate for the axial offset and angular displace-

ment without producing any wear, the double clutch is
flexibly mounted in the driving ring. As part of this design,
specially shaped leaf springs effectively compensate for
the axial offset and angular displacement.

31
5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines

Design

11

7
5
15

8 14
4 9
6

1 13
12 10
2
3

1 Crankshaft 9 K1 engagement bearing

2 Flywheel 10 K2 engagement bearing
3 Central plate 11 Retaining ring
4 Support bearing 12 Transmission input shaft 1 (solid shaft)
5 K1 pressure plate 13 Transmission input shaft 2 (hollow shaft)
6 K1 clutch disc 14 K1 lever spring
7 K2 pressure plate 15 K2 lever spring
8 K2 clutch disc

32
Function

When driving in gears 1, 3 or 5, the servo motor for K1 is the servo motor for K2 actuates the engagement lever
activated electrically. This causes the engagement lever with the narrow fork opening. The inner lever spring is
with the wide fork opening and the large engagement activated via the engagement bearing. This moves the
bearing to move towards the double clutch. The outer K2 pressure plate towards the central plate. This creates
lever spring transmits this movement to the retaining a connection to the clutch disc. The engine torque is
ring and reverses the effective direction of the engage- transmitted to the hollow shaft. At the same time, K1
ment force. As a result, the pressure plate for K1 is pulled opens.
towards the central plate, closing the clutch. The clutch
disc then transfers the engine torque to the solid shaft.
If one of gears 2, 4, 6 or R is to be used when driving,

33
5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines

5.2 Engagement system

Structure of the overall system

2
3

1 Engagement bearing for K1 with washer

2 Engagement bearing for K2 with washer 7
3 Guiding sleeve
4 Lever actuator with return springs for K1
5 Lever actuator with return springs for K2
6 Servo motor for K1
7 Servo motor for K2

With previous manual transmissions with single disc The engaging system is operated electrically and con-
clutch, the clutch is closed when idling. It is opened by sists of the two engagement bearings with washers for
pressing on the clutch pedal, thus disconnecting the K1 and K2 [1 and 2], the guiding sleeve [3] and two lever
transmission of power. This takes place via the “release actuators [4 and 5]. These components are arranged in
system”. the transmission bell housing. The two servo motors
[6 and 7] are mounted on the outside. They are connec­
By contrast, the clutches in this double clutch system ted to the respective lever actuator via a spindle. Both
are open when idling (normally open). They are closed work identically, only the fork openings on the engage-
when the engagement lever is actuated. This is therefore ment levers are different.
referred to as an engaging system.

34
Structure of the lever actuator

The lever actuator consists of a base plate, spindle, sled The base plate is used to secure the lever actuator in the
(nut ball screw with multi-part rollers), engagement lever transmission bell housing and to guide the rollers pre-
and return springs. Together they form the actuating cisely. The engagement lever contains two return springs,
mechanism. which serve as deflection points and energy stores.

2
7
6
5

3
1

1 Base plate 5 Rollers

2 Spindle 6 Engagement lever
3 Sled 7 Return spring
4 Nut ball screw 8 Servo motor

Design and function of the return spring

The return spring acts as an energy store during the In order to achieve the optimum performance of the
engagement process. The sleeve [2] and the pressure engaging system, return springs and lever actuators
spring [3] form a single unit. There is a stop at the lower are adapted to one another and paired ex works. These
end of the screw [1] that limits the path of the sleeve. units are identified by an identical four-digit number
There is a nut [4] at the upper end. This supports the that is located on the sleeve and the engagement lever.
pressure spring and is used to adjust the return spring
ex works.
5
The engagement lever and sleeve are designed with a
wave profile. On the one hand, this ensures that the en- 4
gagement lever is guided correctly. It also forms a rocker
joint connection that enables virtually frictionless work
during operation.
3

At the start of the engagement process, the pressure

spring is compressed by the sleeve. The energy stored
in this way is used to close the clutch at the end of the
engagement process. 2

1 Bolt
2 Sleeve
3 Pressure spring
4 Nut 1
5 Retaining ring

35
5 Design and function of the dry double clutch system — Ford 1.6- and 2.0-liter gasoline engines

Function

The servo motor changes the central bearing point of By moving the sled further, even more energy is stored in
the engagement lever, the sled, via a ball screw drive. the return spring, to the point where the changed lever
This influences the effective lever ratio, which changes ratio together with the force of the return spring is suf-
continually over the course of the engagement process. ficient to close the clutch.

The sled moves towards the transmission input shaft Intelligent use of the lever principle results in an almost
during the engagement process. The return spring is constant force level for the servo motor. This allows a
compressed due to the inclined plane (working angle) of considerable reduction in motor size. Due to the low
the engagement lever and thus acts as an energy store. energy requirement and the universally applicable
The force on the engagement bearing increases but, due actuating mechanism, this system also fulfils the future
to the unfavourable lever ratio, is not yet sufficient to requirements for hybrid systems.
close the clutch.

Schematic representation

FSpring FSpring

ROPmin

FActuator

ROPmax

FClutch FClutch

Engagement pathClutch

The pre-tension force of the pressure spring [FSpring] in the

return spring and the leverage ratio [x/(L – x)] resulting x
FClutch = FSpring ∙
from the position [x] of the sled determine the engagement L–x
force of the clutch [FClutch].

In order to engage the clutch, the sled must be moved

FActuator = (FClutch + FSpring) ∙
along its max. roller path [ROPmax].

The actuator force [FActuator] consists of the equilibrium

between the spring and clutch force, offset against the
working angle [α].

36
Automatic emergency clutch opening
Since, in contrast to manual transmissions, the clutches In order to prevent this, the lever actuators are designed
are actively closed, in the event of a malfunction the so that, with a currentless servo motor, the counter force
engaging system could come to a stop in an inseparable of the lever spring is sufficient to push back the sled
clamped state. The vehicle would then no longer be able automatically, thus opening the clutch. In this way, the
to move with a gear engaged. vehicle can still be moved in an emergency, even when a
gear is engaged.

Motor active Motor passive

MMotor

FSpring FSpring

FSpindle

FClutch FClutch

37
6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat

6 Structure and function of the dry double clutch system

Alfa Romeo, Fiat 1.4 petrol engines and 2.0 diesel engines,
6-speed transmission C635 DDCT
The system consists of the following main components:
double clutch, engagement system and release system,
dual mass flywheel (DMF) and electro-hydraulic control
unit.
All gear change actions are executed by the electro-
hydraulic control unit. This control unit is mounted on
the outside of the transmission and consists of a pump,
a pressure accumulator and various electromagnetic
valves. The “control center” is an external control unit,
which uses the information received to calculate the
exact shift point and activates the actuators at the right
moment.

Special features of this system 1 2 3 4

• Two different operating systems are used for clutch 1 Dual mass flywheel (DMF)
control 2 Double clutch
• One clutch is operated externally via a central control 3 Central engagement system
rod 4 Concentric slave cylinder
• A high (for a dry double clutch) transferable torque
of 350 Nm
Using this information, the transmission control unit
During driving operations, the transmission electronics generates the shift commands and converts them into
evaluate various pieces of information, including: electric signals. These signals operate the actuators in
the electro-hydraulic control unit, which operate the
• Transmission input speed gear shift forks inside the transmission as well as the
• Vehicle speed clutches. When idling, one clutch is closed and one is
• Selector lever position open.
• Throttle valve position Unlike the other double clutch transmissions detailed in
• Engine temperature and external temperature this brochure, both a hydraulically actuated concentric
• Steering angle slave cylinder and a central engagement system are
• Brake pedal information used to operate the clutches alternately while driving.
• Engine speed and engine torque
However, the basic functions are the same as all other
double clutch systems. During the journey, one sub-
transmission is always non-positively connected to the
engine. The gear in the other sub-transmission can be
already pre-selected as the clutch for this sub-trans­
mission is still open. In response to a gear shift, clutch 1
6 4 2 4 is opened using the concentric slave cylinder and clutch
2 is closed via the central engagement system at the
6
same
2 1
time. The power now flows via the previously engaged
5 gear. This means that it is possible to drive with virtually
no interruption to the tractive power.
3
R
7 5 3
1

1 Crankshaft 5 Output shaft 1

2 Double clutch 6 Output shaft 2
3 Transmission input shaft 1 7 Output shaft 3
4 Transmission input shaft 2 (reverse gear)

38
6.1 Double clutch

Fundamental principle

In the case of a 6-speed double clutch transmission, Gears 1, 3, 5 and reverse are shifted via clutch 1, while
each sub-transmission is constructed like a manual the torque is transmitted to the transmission via the
transmission in terms of its function. One clutch is inner shaft. Gears 2, 4 and 6 are shifted via clutch 2, with
responsible for each sub-transmission. These clutches the torque being transmitted to the transmission via the
are located on two coaxial input shafts arranged as inner outer shaft.
and outer input shafts.

Clutch 1 is responsible for

gears 1, 3, 5 and R

6 2 4

3 R
5
1

Clutch 2 is responsible for

gears 2, 4 and 6

6 2 4

3 R
5
1

39
6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat

Design

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

1 Toothed gear 8 Clutch disc (clutch 1)

2 Clutch cover (clutch 1) 9 Central plate
3 Adjuster ring 10 Clutch disc (clutch 2)
4 Sensor spring 11 Tangential leaf spring (clutch 2)
5 Diaphragm spring 12 Pressure plate (clutch 2)
6 Tangential leaf spring (clutch 1) 13 Lever spring
7 Pressure plate (clutch 1) 14 Clutch cover (clutch 2)
15 Flange bearing

The central plate with its two friction surfaces forms the Clutch 1 works on the basis of the “normally closed”
core of the double clutch. Both clutches are arranged principle, meaning that the clutch is closed in the normal
such that the friction surfaces of the pressure plates (non-actuated) state. To open the clutch, it must be
point in the direction of the central plate. “released”. Clutch 2 is located on the opposite side. It
works according to the “normally open” principle. This
Clutch 1 is located on the flywheel side. Its housing is means that the clutch is open when idling.
equipped with a toothed gear that engages into the
flange of the DMF. The engine torque is transferred to the To close the clutch, it must be “engaged”, which is why
clutch via this connection. this is referred to as an engaging system. It uses the
lever spring to generate the required clamp load on the
The clutch type in use is a self-adjusting clutch (SAC). pressure plate.
The technology behind the SAC has already proven its
value in conventional manual transmissions for many On the transmission side, the clutch cover is fitted with
years. This clutch type allows facing wear to be compen- a rotating flange bearing. The flange bearing is bolted
sated for by means of sensor springs and an adjuster to the bell housing and bears part of the weight of the
ring. double clutch. As a result, the bearings on the input
shafts are subjected to lower loads.

40
 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

1 Crankshaft 10 Pressure plate (clutch 2)

2 Dual mass flywheel (DMF) 11 Lever spring
3 Release bearing (clutch 1) 12 Flange bearing
4 Disc spring 13 Tangential leaf spring (clutch 2)
5 Tangential leaf spring (clutch 1) 14 Central engagement system (clutch 2)
6 Pressure plate (clutch 1) 15 Inner transmission input shaft
7 Clutch disc (clutch 1) 16 Outer transmission input shaft
8 Central plate 17 Control rod
9 Clutch disc (clutch 2) 18 Concentric slave cylinder

41
6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat

Function

Engaging the odd gears

When shifting into gears 1, 3, 5 or R, clutch 1 closes while This creates a non-positive connection that transmits the
clutch 2 opens. The control pressure in the engagement engine torque to the inner transmission input shaft.
system and release system is thus reduced in separate
lines independently of each other. The pressure drop in the central engagement system of
clutch 2 reduces the lever actuation force on the lever
During this process, the piston in the concentric slave spring, allowing the tangential leaf springs to lift the
cylinder is pushed into its initial position via the release pressure plate off the clutch disc and open the clutch. No
bearing and control rod. The force of the diaphragm engine torque is transmitted to the outer transmission
spring of clutch 1 causes the clutch disc to be pressed input shaft.
against the central plate by the pressure plate.

Clutch 1 closes/clutch 2 opens

42
Engaging the even gears
At the beginning of a change into gears 2, 4 and 6, the Clutch 1 opens and interrupts the power transmission to
control pressure in both the engagement system and the inner transmission input shaft.
the release system is increased. This opens clutch 1 and
closes clutch 2. At the same time, the concentric slave cylinder exerts
pressure on the lever spring of clutch 2. This rests against
The higher hydraulic pressure generates a greater force the housing and actuates the pressure plate against the
on the piston of the concentric slave cylinder of clutch 1. force of the tangential leaf springs. This action creates a
The force actuates the diaphragm spring. The pressure non-positive connection that transmits the engine torque
plate is lifted by the tangential leaf springs and separated to the outer transmission input shaft.
from the clutch disc.

Clutch 1 opens/clutch 2 closes

43
6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat

Engaging idle speed

Due to the alternating closing action of the clutches To ensure that sufficient operating pressure is available
(cross-shifting), one sub-transmission is always non- after a long period of downtime, the system is equipped
positively connected to the engine. However, there with a pressure accumulator. The pressure accumulator
are some situations—such as starting, driving off or is monitored by a sensor and supplied by a pump. As
stopping—in which the power flow must be completely soon as the driver’s door is opened, the transmission
stopped. To do this, the engagement system and release control unit detects whether the pressure is sufficient to
system are actuated such that both clutches open. open clutch 1, or whether it needs to be increased.

The functions in this operating state are as follows:

Clutch 1 is held in the open position by the pressure in
the concentric slave cylinder being increased and held at
a consistently high level. In parallel, the pressure in the
central engagement system is lowered, causing clutch 2
to open independently and disconnect the power flow.

Clutch 1 and 2 open

44
6.2 Release and engagement system

Concentric slave cylinder, clutch 1

Design

The concentric slave cylinder was designed specifically The piston is hollow and has an internal thread for
for the double clutch of the C635 DDCT transmission. mounting the control rod. The outer side of the piston
The concentric slave cylinder is fitted opposite the clutch features a preload spring that is supported in the central
bell housing on the outside of the transmission or on the position.
back of the gearbox.
The concentric slave cylinder closes to the outside with
The metal casing features a plastic bushing that serves a cover attached to the plastic sleeve. This cover prevents
as the outer cylinder barrel for the piston. The piston is contamination and is equipped with ventilation to enable
shaped like an anchor, with a head that is similar to a volume compensation.
ring. The head of the piston features a sealing ring fixed
in place via a groove.

1 Hydraulic connection
2 Metal housing
3 Pressure chamber
4 Piston with magnetic ring and
8 internal thread for the control rod
5 Preload spring
6 Sealing ring

9 7 Plastic sleeve
8 Ventilation
9 Extensometer

45
6 Structure and function of the dry double clutch system – Alfa Romeo, Fiat

Function

The concentric slave cylinder actuates clutch 1 for the Signal detection
odd gears. In order to implement rapid gear changes, the position
of the release bearing must be transmitted to the control
To open the clutch, hydraulic fluid is pumped into the unit in the form of an electrical signal. This signal is
pressure chamber, causing the piston to be retracted generated directly on the concentric slave cylinder by
with the control rod. As a result, the diaphragm spring is the magnetic ring in the piston together with the exten-
actuated by the release bearing and the clutch is discon- someter.
nected.

If the pressure of the hydraulic fluid is reduced, the

piston moves into its initial position under the force
of the disc spring. In this operating state, the preload
spring enables a slight preloading of the thrust ring and
therefore reduces the wear of the contact surfaces.

1 2 3 4 5

1 Release bearing with thrust ring

2 Direction of motion to release clutch 1
3 Direction of motion to engage clutch 1
4 Control rod
5 Concentric slave cylinder

46
Central engagement system, clutch 2

Design

The central engagement system consists of a ring- In the event of a possible misalignment of the engine and
shaped hydraulic piston that moves within in a double- transmission, this property reduces the wear on the contact
walled cylinder. One side of the piston closes the surfaces to a minimum.
pressure chamber.
Signal detection
The other side is equipped with a bearing that has a The position of the release bearing is detected via the pres-
self-centering thrust ring. The preload spring visible sure level. As part of this process, a sensor in the electro-
from the outside is arranged between the housing and hydraulic control unit assigns a specific signal to the
the bearing. respective pressure in the engagement system. Using this
information, the control unit can determine the position of
the release bearing.

Function

The electro-hydraulic
control unit conveys hydraulic fluid into the pressure
chamber of the concentric slave cylinder (CSC), thus
actuating the clutch. This causes the piston to move out 1
and close the clutch. 2

To open the clutch, the pressure in the system is re-

duced. As a result of the force from the tangential leaf
springs, the piston of the CSC is pushed into its initial 3
position via the lever spring. The hydraulic fluid previ-
ously pumped in flows back to the control unit.

4
Self-centering action
5
The thrust ring of the central engagement system can be 1 Preload spring
moved radially and, due to the force of the preload spring, 2 Pressure chamber
remains in constant contact with the clutch. Due to these 3 Thrust ring
properties, the thrust ring can center itself on the tips of 4 Piston
the lever spring independently during operation. 5 Bearing

47
7 Dual mass flywheel (DMF) for the double clutch transmission (DCT)

7 Dual mass flywheel (DMF) for the double clutch transmission (DCT)
The flywheel used with the DCT is a special form of the In this case, the secondary flywheel mass is incorporated
LuK DMF. Just like conventional DMFs in manual trans- into the weight of the double clutch, which is located on
missions, there is a primary side and a secondary side. an input shaft (hollow shaft) belonging to the transmission.
However, in contrast to conventional DMFs, the second- This means that the direct bearing arrangement of the
ary side is not a fixed part of the DMF and is therefore adjacent masses using a ball bearing or plain bearing
not designed as a flywheel mass, rather in the form of that is implemented in conventional DMFs is also omitted.
a flange, and only serves as a connection between the
primary mass and the double clutch.

1 2 3 4

1 Primary mass with arc springs 3 Anti backlash ring

2 Flange with internal teeth to accommodate the 4 Cover for the primary mass with ring gear
rim of the toothed gear of the double clutch

2 1

1 Anti backlash ring Since the two interlocking sprockets would produce
2 Toothed gear of the double clutch noise as a result of tooth backlash, an anti-backlash ring
is attached as a countermeasure. This tensions the two
sprockets so that the tooth flanks have no clearance
One further difference from conventional DMFs is that between them. On some versions, the anti-backlash ring
the friction surface on the secondary side is omitted. must be reset using a special tool before being installed
This is also located in the double clutch, where it forms in the transmission.
the central plate on which the friction surfaces for both
clutches are located. Instead of the friction surface on Note:
the DMF, a flange with internal teeth is used. The toothed Further information on the DMF is described in the
gear of the double clutch meshes with this flange. LuK brochure “Dual mass flywheel”.

48
 8 Description and contents of the LuK special tools

8 Description and contents of the LuK special tools

Work on the double clutch systems must always be car- The following tool kits are currently available:
ried out using appropriate special tools. This ensures (for wet double clutches)
professional repairs and prevents damage to the clutch • Volkswagen tool kit (Audi, SEAT, ŠKODA and VW)
and transmission. (for dry double clutches)
• Basic tool kit
Schaeffler Automotive Aftermarket offers a future-proof • Volkswagen tool kit (Audi, SEAT, ŠKODA and VW)
tool system for correct assembly/disassembly. It has • Ford 1.0 liter, Hyundai, Kia, Renault, Smart tool kit
a modular design and consists of a basic tool kit and • Ford 1.6-/2.0-liter tool kit
several vehicle-specific tool kits. The range of tools can be • Reset tool kit (Ford, Hyundai, Kia, Renault, Smart)
easily adapted to new and future double clutch systems. • Alfa Romeo, Fiat tool kit
This enables tools to be put together as required. • Supplementary tool kit (for previous LuK double
clutch special tool, part no.: 400 0240 10)
• Supplementary tool kit (for previous LuK double clutch
special tool, part no. 400 0423 10)

Hinweis:

Note:
If you have any questions about the special tool case
or diagnostics and repairs, please call our Schaeffler
REPXPERT Service Center on +49 0800 1753-333*

*Toll-free number, Mon. to Fri. from 8 a.m. to 5 p.m.

49
8 Description and contents of the LuK special tools

8.1 Tool kits for wet double clutches

Volkswagen tool kit

The LuK special tool is an essential piece of equipment fessional installation of the new double clutch. Unlike
for correct disassembly/assembly of the wet double comparable tools, this is designed in such a way that
clutches in 6-speed and 7-speed transmissions. Part additional mechanics are not required for the assembly
number: 400 0540 10. Due to the restricted mounting process. After installation, the axial clearance of the
space, the double clutch cannot be removed from the double clutch has to be adjusted using washers (inclu-
bell housing and re-inserted again by hand. Therefore, ded in the RepSet). The necessary measuring tools as
the set contains two special assembly tools for this well as their mounts on the transmission housing are
purpose. A retaining pin is required to enable the pro- also included in the tool kit.

11

6 2

5
9
4 3
10

Part no. 400 0540 10

1 Slide hammer 7 Retaining pin for DQ 380/81 and DQ 500

2 Dial gage with stand 8 Mounting sleeve for DQ 250
3 Holder 9 Collet
4 2 plugs 10 Mounting sleeve for DQ 380/81 and DQ 500
5 2 mounting hooks 11 Disassembly/assembly instructions and training video
6 Retaining pin for DQ 250

50
8.2 Tool kits for dry double clutches

Basic tool kit

The basic tool kit (part no. 400 0418 10) forms the basis Together with a vehicle-specific tool kit, they form a
of the modular tool system. It contains those tools that complete kit for professional repairs. This is based on all
are generally required for all repairs to double clutches. dry double clutch systems currently available from LuK.

12
1

5
11
4
7 8

10 3

2 9
6

Part no.400
Art.-Nr. 4000240
041810
10

1 Puller with spindle and pressure piece 8 2 plugs for driveshaft holes
2 3 thumb screws 9 DMF reset tool
3 3 M10 threaded bolts, 100 mm long 10 Unlocking key
4 3 M10 threaded bolts, 160 mm long 11 Special open-end wrench
5 Circlip pliers, angled 12 Disassembly/assembly instructions and training video
6 Magnet
7 Transmission support with height adjustment

51
8 Description and contents of the LuK special tools

Volkswagen tool kit

This vehicle-specific tool kit (part no. 400 0419 10) must generation dry double clutches (from June 2011) in
be combined with the basic tool kit. It can be used to vehicles manufactured by Audi, SEAT, ŠKODA and
disassemble, assemble and adjust both first generation Volkswagen with a 0AM transmission.
dry double clutches (up to May 2011) and second

14

13
7
8

3
1 2

10 5
4
12

6
9 11

Part no. 400 0419 10

1 Dial gauge with stand 8 Pressure sleeve for disassembly

2 Reference gauge 32.92 mm (1st generation, K2) 9 Plugs
3 Reference gauge 48.63 mm (1st generation, K1) 10 3 hooks
4 Reference gauge 32.12 mm (2nd generation, K2) 11 Setting gauge for reference gauge
5 Reference gauge 48.42 mm (2nd generation, K1) 12 Coupling hooks
6 3 plungers 13 Weight, 3.5 kg
7 Support sleeve for assembly 14 Disassembly/assembly instructions and training video

52
Ford 1.0-liter, Hyundai, Kia, Renault and Smart tool kit

This tool kit (Art.-Nr. 400 0470 10) contains all tools that Renault (DC0/DC4 6-speed-trans­mission) and Smart
are required to carry out professional repairs on a dry (H-DCT 6-speed-trans­mission). It must be used together
double clutch on a Renault vehicle (DC4 6-speed trans- with the basic tool kit.
mission), Hyundai/Kia (D6GF1 6-speed-trans­mission),

7
6
Part no. 400
Art.-Nr. 400 0470
0240 10

1 Pressure sleeve for Ford and Renault 6 Threaded pin with fine thread for Hyundai and Kia
2 Support sleeve for Ford and Renault 7 Spacer
3 Detent pin 8 Disassembly/assembly instructions and training video
4 Pressure sleeve for Hyundai and Kia 9 Hooks
5 Support sleeve for Hyundai and Kia

53
8 Description and contents of the LuK special tools

Ford 1.6-/2.0-liter tool kit

This tool kit (part no. 400 0427 10) contains all tools
that are required to carry out professional repairs on a
dry double clutch on a Ford with a 1.6 or 2.0-liter gasoli-
ne engine. It must be used together with the basic
tool kit.

1 3
5 7

Part no. 400 0427 10

1 3 hooks 6 Template KL-0500-8341 for 1.6-liter engines

2 3 plungers 7 Template KL-0500-8342 for 2.0-liter engines
3 Support sleeve 8 Disassembly/assembly instructions and training video
4 Pressure sleeve
5 2 handles

54
Reset tool kit

New dry double clutches vehicles from Renault (6-speed assembly. The transport fastener must be put back in
transmission DC0/DC4), Hyundai/Kia (6-speed trans­ place if the double clutch is used again after disassem-
mission D6GF1), Ford 1.0 liter (6-speed transmission bly, e.g. because work has been carried out on the trans-
DPS6) and Smart (6-speed transmission H-DCT) are mission seals. The reset tool kit (part no. 400 0425 10)
always equipped with a transport safety device. This must be used for this type of work.
means that no additional work is necessary prior to

13

2
7
3

11
5
10 9 6
12 4
8

Part no. 400 0425 10

1 2 plugs for differential openings 7 Assembly device for the radial lip seal
2 4 plugs for hydraulic openings 8 Mounting sleeve for the radial lip seal
3 Assembly device for the control rod 9 DMF reset tool
4 Hexagon socket set for the control rod 10 2 locking screws
5 3 centering sleeves 11 Disassembly/assembly instructions and training video
6 3 threaded rods for centering sleeves

55
8 Description and contents of the LuK special tools

Alfa Romeo/Fiat tool kit

The tool kit (part no. 400 0471 10) contains all the tools transmission. This step is performed using the reset tool
required for the professional repair of dry double clutches supplied. The tool can be adjusted to the respective DMF
in Alfa Romeos/Fiats (6-speed transmission C635 DDCT). versions of the dry double clutch systems by Alfa Romeo
The tool kit can be used without the basic tool kit. and Fiat with just a few manual adjustments and can be
If the DMF is not replaced, the associated anti-backlash used directly on the vehicle.
ring must be reset and locked before installation of the

11

3 5

6
1
4
10
2 7 8

Part no. 400 0471 10

1 2 plugs for differential openings

2 4 plugs for hydraulic openings 7 Assembly device for the radial lip seal
3 Assembly device for the control rod 8 Mounting sleeve for the radial lip seal
4 Hexagon socket set for the control rod 9 DMF reset tool
5 3 centering sleeves 10 2 locking screws
6 3 threaded rods for centering sleeves 11 Disassembly/assembly instructions and training video

56
Supplementary tool kit (for the previous LuK double clutch special tool,
part no. 400 0240 10)

The previous LuK double clutch special tool (part no. Together, the contents of the two tool kits correspond to
400 0240 10) can be adapted to the new, modular tool the basic tool kit and the Volkswagen tool kit.
system range with the supplementary tool kit (part no.
400 0420 10).

2
4
3

1 6

7
Part no. 400 0420 10

1 Transmission support with height adjustment 6 DMF reset tool

2 Plugs for driveshaft holes 7 Unlocking key
3 Special open-end wrench 8 Disassembly/assembly instructions and training video
4 Reference gauge 32.12 mm (2nd generation, K2)
5 Reference gauge 48.42 mm (2nd generation, K1)

57
8 Description and contents of the LuK special tools

Supplementary tool kit (for the previous LuK double clutch special tool,
part no. 400 0423 10)

The previous Renault tool kit (part no. 400 0423 10) Hyundai/Kia, Ford 1.0-liter, Smart tool kit. It must be
can be modified with the supplementary tool kit (part used together with the basic tool kit.
no. 400 0520 10) to the scope of the new Renault,

1
5

3
2

6
7
Part no. 400 0520 10

1 Pressure sleeve for Ford, Renault and Smart 6 Threaded pin with fine thread for Hyundai and Kia
2 Support sleeve for Ford, Renault and Smart 7 Spacer
3 Detent pin 8 Disassembly/assembly instructions and training video
4 Pressure sleeve for Hyundai and Kia
5 Support sleeve for Hyundai and Kia

58
 9 Overview of how to use the tool kits

9 Overview of how to use the tool kits

9.1 Tool kits for dry double clutches

The table below shows which tool kits need to be combined if no LuK special tool is available yet.

Ford 1.0 liter, Alfa Romeo,

Application Audi, SEAT, ŠKODA, Audi, SEAT, ŠKODA, Ford
Hyundai, Kia, Fiat
VW, 1st generation VW, 2nd generation 1.6-/2.0-liter
Renault, Smart

Basic tool kit

Part no. 400 0418 10
Volkswagen tool kit
Part no. 400 0419 10
Tool kit

Ford 1.0 liter, Hyundai, Kia, Renault,

Smart tool kit Part no. 400 0470 10
Ford 1.6-/2.0-liter tool kit
Part no. 400 0427 10

Alfa Romeo/Fiat tool kit

Part no. 400 0471 10

This table illustrates how the tool systems are combined if the LuK double clutch special tool part no. 400 0240 10 is
already available.

Ford 1.0 liter,

Application Audi, SEAT, ŠKODA, Audi, SEAT, ŠKODA, Ford Alfa Romeo,
Hyundai, Kia,
VW, 1st generation VW, 2nd generation 1.6- /2.0 liter Fiat
Renault, Smart

Supplementary tool kit

Part no. 400 0420 10
Ford 1.0 liter, Hyundai, Kia, Renault,
Tool kit

Smart tool kit Part no. 400 0470 10

Ford 1.6-/2.0-liter tool kit

Part no. 400 0427 10
Alfa Romeo/Fiat tool kit
Part no. 400 0471 10

If a double clutch that has been used previously is reinstalled, the transport safety devices must be reset. The vehi-
cles affected and the required reset tool are listed in the following table.

Ford 1.0 liter,

Application Audi, SEAT, ŠKODA, Audi, SEAT, ŠKODA, Hyundai, Kia,
Ford Alfa Romeo,
VW, 1st generation VW, 2nd generation Renault, Smart
1.6- /2.0 liter Fiat
Tool kit

Reset tool kit

Part no. 400 0425 10

9.2 Tool kits for wet double clutches

For the wet double clutches in VW Group 6 and 7-speed transmissions, only the Volkswagen tool kit (wet) part no.:
400 0540 10 should be used.

59
 9996006540/04-2018
© 2018 Schaeffler Automotive Aftermarket GmbH & Co. KG

More garage knowledge:

www.repxpert.com