Dual Mass Flywheel Luk.pdf

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Dual Mass Flywheel
Technology / Failure Diagnosis
Special Tool / User Instructions
The content of this brochure shall not be legally binding
and is for information purposes only. To the extent legally
permissible, Schaeffler Automotive Aftermarket GmbH
& Co. KG assumes no liability out of or in connection
with this brochure.
All rights reserved. Any copying, distribution, reproduc-
tion, 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.
Copyright ©
Schaeffler Automotive Aftermarket GmbH & Co. KG
September 2013
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Contents
Contents
Page
1 History
2 Dual mass flywheel – DMF
2.1 Why DMF?
2.2 Design
2.3 Function
3 DMF components
3.1 Primary mass
3.2 Secondary mass
3.3 Bearing
3.4 Flange
3.5 Friction control disc
3.6 Arc springs
4 Special forms of the DMF
5 DMF failure diagnosis
5.1 General advice on inspecting the DMF
5.2 Noise
5.3 Chip tuning
5.4 Visual inspection/damage patterns
6 Description and shipment of the DMF special tool
7 DMF function tests
7.1 Which test suits which DMF?
7.2 Freeplay measurement with degree gauge
7.3 Freeplay measurement by counting starter ring gear teeth
7.4 Rock measurement
8 Bolts for DMFs and DFCs
9 Rated values
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1 History
1 History
From conventional torsion damping to
dual mass flywheel
The rapid development of vehicle technology over the
last few decades has brought ever higher-performance
engines paralleled by an increased demand for driver
comfort. Weight-saving vehicle concepts and wind tunnel-
optimised bodies now allow other sources of noise to be
perceptible to the driver. In addition, lean concepts,
extremely low-speed engines and new generation gear-
boxes using light oils contribute to this.
Since the middle of the 1980s, this advancement has
pushed the classic torsion damper as an integral part
of the clutch driven plate to its limits. With the same or
even less installation space available, the classic torsion
damper has proved inadequate to outbalance constantly
increasing engine torques.
Extensive development by LuK resulted in a simple, but
very effective solution – the dual mass flywheel (DMF) –
a new torsion damper concept for the drive train.
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The configuration of the springs in the first-generation
DMF was identical to conventional torsion dampers, where
the pressure springs are mounted in a radial direction
close to the centre and can therefore provide only limited
spring capacity. This design was sufficient to isolate
vibration in 6-cylinder engines, as these produce low
resonance speeds.
In contrast, 4-cylinder engines induce higher irregularities
and consequently higher resonance speeds. Repositioning
of the springs towards the outer edge and the use of
high-pressure spring diameters increased the damper
capacity fivefold without requiring more space.
DMF function diagram
1985
Today
n
Primary mass
n
Spring/damper system
n
Secondary mass
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