How does a clutch release fork work? The release fork is largely responsible for the functioning of a clutch. When a release fork functions properly, it transmits the release force from the clutch booster to the release bearing. Because of the permanent load on the fork, it is naturally prone to wear and tear. This is why top material and processing quality are extremely important in a release fork.
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SACHS release forks for CV are...
SACHS does not only offer better quality and expertise, they also provide best-in-class service and, therefore, offer the SACHS clutch release fork in a practical assembly kit. The kit includes all necessary components for installation, such as shafts, seals and screws, enabling a simple and time-saving assembly.
On top of that, the professional logistics of ZF Aftermarket with its comprehensive service network of 650 partners worldwide ensures very short delivery times.
SACHS CV dual-mass flywheels are designed so that engine vibrations are largely reduced in all speed ranges. SACHS engineers develop truck dual-mass flywheels according to the specifications of the vehicle manufacturers.
The following diagrams show the improved vibration characteristics when using a SACHS dual-mass flywheel. (a: engine vibrations, b: transmission vibrations, X: damping)
Compared to rigid flywheels, the DMF effectively reduces torsional and engine vibrations to increase ride comfort. Buses today are often equipped with dual-mass flywheels since both drivers and passengers benefit from its advantages. SACHS is the only brand that offers dual-mass flywheels for buses in OE quality for the aftermarket. Usually, however, trucks have been equipped with rigid flywheels up to now. Apart from rigid flywheels, SACHS also offers dual-mass flywheels for passenger cars and light commercial vehicles.
The current engine technology places higher and higher demands on clutch systems and the entire driveline. Consumption-optimized truck engines, such as diesel and gasoline engines using direct injection, already develop high torque at low speeds. The usable engine speed range is additionally reduced towards the idling speed level to enable fuel-efficient and low-emission driving. This increases the combustion engine’s rotational irregularities. For the driveline and driver, this means increased vibrations, increased noise and reduced comfort. This is where the DMF comes in as a powerful torsional vibration isolator. It helps protect the driveline against harmful vibration and ensures low-noise and comfortable driving.
The SACHS DMF offers numerous advantages, such as optimal vibration isolation across the entire speed range, individual adaptation to the vehicle design, effective noise reduction, smooth setting-off behavior, great shifting and driving comfort, protection of the transmission, excellent start-stop behavior, long service life, reduced installation space requirements, possible pull-type and push-type clutch actuation as well as fuel economy thanks to reduced consumption because vehicles can be operated at lower rpm levels.
A DMF can only be tested on a special test bench for dual-mass flywheels. The workshop can only perform a visual inspection. The visual inspection, however, – similar to the tests on the test bench – only provides a snapshot. The assessment of such an inspection requires a great deal of expertise.
As an automated clutch actuation system, it effectively reduces strain on the driver, increases convenience greatly and can be easily integrated into electropneumatic driveline management.
The advantages of SACHS ConAct are both diverse and compelling. It protects the clutch and transmission gear for gear, thus increasing their service life, and activates whenever a gear is shifted. The other advantages of the release system lie in the actuation of clutches for up to 3,200 Nm motor torque and in reducing the interfaces outside the transmission. The pneumatic clutch actuator simplifies the assembly of the clutch thanks to its streamlined design. In addition, maintenance costs are reduced due to the elimination of hydraulics and lower system weight.
The ConAct pneumatic clutch actuator contains a release cylinder, which is positioned concentrically around the transmission input shaft and replaces the widespread fork actuation with clutch booster, fork and clutch release bearing.
SACHS ConAct is suitable for fully automatic systems and clutch-by-wire applications. In automated transmissions, the system automatically determines the engine and transmission speed data from the CAN bus. From the accelerator pedal position, conclusions can be drawn regarding the optimal releasing position. This works even in demanding driving situations such as maneuvering, launching and shifting on hills with a heavy load or on a slick road. Driven by the vehicle electronics, the solenoid valve controls the clutch actuation system.
At low or regular engine loads, the cooling airflow produced during driving is normally sufficient to dissipate heat from the radiator and work as an engine cooler. In this case, the fan runs at a slow rate or is switched off completely. If the load increases and the vehicle speed drops – e.g. when climbing a hill – there is a risk of heat accumulation due to engine overheating. Thus, the CV fan clutch is engaged to ensure that sufficient air flows through the radiator. The viscous clutch ensures that the fan speed is automatically adjusted to the level necessary to cool down the engine. This reduces both fan noise and fan power consumption, with the pleasant side effect of saving fuel.
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If the airflow (X) is still cold, the valve is closed and all the oil (red) is in the reservoir (a). The rotor (b) revolves in the housing (c) but is not driven. The fan is either stationary or turns slowly because of slight residual torque.
However, if the airflow (X) temperature rises, the bimetallic strip (e) or solenoid opens the thermal valve (d), causing the oil (red) to flow into the space between the fan blades and the housing. This results in a power transmission, by which the rotor accelerates the speed of the housing and thereby of the cooling fan. A full-scale, adequate supply of cooling air is thus provided for.
The clutch is located between the engine and the transmission. It is an essential component of the driveline and one of the most heavily stressed components. For this reason bus clutches from SACHS are designed and manufactured to withstand high loads even on a permanent basis. They ensure comfortable driving, smooth shifting and optimum safety of drivers and passengers. Their exceptional durability helps to prevent unnecessary downtime.
High payloads, numerous passengers and difficult routes – buses face many challenges. City buses bring passengers from A to B in stop-and-go traffic on a daily basis, and coaches need to cover long distances on surfaces that are often difficult. This makes it particularly important for you to be able to rely on the clutch.
SACHS clutches for buses are manufactured exclusively from high-quality materials and always reflect the state of the art. This makes them particularly durable and reliable.
The practical SACHS clutch kits for buses enable the workshop to make replacements quickly and without complication. They contain all the components required for replacement: the pressure plate, the clutch release bearing and the clutch disk for buses. In addition, in all installation kits there is a special grease which is applied after assembly. It ensures perfect functioning of the bus clutch. SACHS clutch kits are available not only for buses but also for other vehicles such as passenger cars, vans and commercial vehicles.
Coaches and city buses must run reliably and economically while simultaneously offering drivers as well as passengers the highest level of travel comfort. It is precisely such comfort that is made difficult by the down-speeding of the engines: They can be operated at extremely low speeds and generate increasingly high torques. At the same time, components are weighing less and less to save fuel.
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These and other technical optimizations increase noise and reduce natural damping. This is where the SACHS dual-mass flywheel comes in. It is specifically designed to reduce engine vibrations in all speed ranges, thus offering optimal comfort.
The SACHS dual-mass flywheel ensures the highest shifting and ride comfort; the version designed for coaches and city buses transfers the engine torque to the clutch disk and the clutch pressure plate. In the process, it isolates the driveline from the vibrations generated in the engine. Reducing the vibrations in the bus effectively prevents rattling and humming noises.
The dual-mass flywheel is so effective that 80% of all buses are already being equipped with it.
Compared to rigid or simple flywheels, the DMF effectively reduces torsional and engine vibrations for increased ride comfort. That is why dual-mass flywheels are not only installed in buses, but also in other vehicles. SACHS also offers, for example, a high-quality DMF for passenger cars and transporters. Until recently, it is mostly rigid or simple flywheels that have so far been used in trucks, but thanks to the high-quality truck DMF from SACHS ,dual-mass flywheels are also being used increasingly in this segment.
The DMF transmits the engine torque to the clutch pressure plate and the clutch disk. Its primary purpose is to isolate the torsional vibrations generated in the engine, preventing them from passing into the driveline. The DMF is therefore one of the important drive components in coaches and city buses.
The current engine technology places higher and higher demands on clutch systems and the entire driveline. Consumption-optimized engines already generate high torque at low speeds. The usable engine speed range is additionally reduced towards the idling speed level to enable fuel-efficient and low-emission driving. This increases the combustion engine’s rotational irregularities. For the driveline, driver and passengers, this means increased vibrations, increased noise and reduced comfort. The SACHS bus DMF steps in here to powerfully isolate the vibrations, which helps protect the driveline against harmful vibration and ensures low-noise and comfortable driving.
The SACHS dual-mass flywheel is installed between engine and transmission, together with the clutch pressure plate and the clutch disk. The axial installation space requirement for a DMF with clutch corresponds to that of a twin plate clutch so that it can usually be integrated into an existing driveline configuration.
The dual-mass flywheel function effectively reduces noise. The flywheel is divided into a primary and a secondary mass. A highly-efficient, grease-filled spring damping system functions between both of the masses. This means the resonance speed of the dual-mass flywheel is below the idling speed of the engine, which is different from a conventional clutch disk that has a torsional vibration damper. Effective compression springs with a multi-stage characteristic curve design ensure optimal vibration isolation in the bus.
A DMF can only be tested on a special test bench for dual-mass flywheels. The repair shop can perform only a visual inspection, which, however, – like the tests on the test bench – just provides a snapshot. Assessing such an inspection requires a great deal of expertise.
For many car enthusiasts, there is nothing like a manual transmission. Pushing down on the clutch and shifting through the gears is a rush that an automatic transmission just can’t provide. While your clutch is designed to be durable and long lasting, it is a part that can wear out.
For the uninitiated, a vehicle with a standard transmission typically features a pedal to the left of the brake, which is known as a clutch. The driver must engage the clutch to shift the vehicle through the gears.
The average lifespan of a clutch is anywhere between 20,000 to 150,000 miles. Luckily, your clutch will likely give you ample notice that something is going wrong. Don’t get left at the side of the road with a vehicle that won’t shift into gear. Read on to learn the signs and symptoms of a failing clutch.
If you find that your vehicle is hard to shift and doesn’t engage smoothly, you might have a failing clutch. You are most likely to notice this when putting the car in reverse and first gear.
This is exactly what it sounds like. When under stress, it may feel like the transmission slips out of gear for no reason. This is a classic symptom of a failing clutch that needs to be attended to.
A burning smell many times goes hand-in-hand with a failing clutch. The friction from the clutch slipping causes the unmistakable odor.
If the parts in your clutch aren’t working properly, it can cause a variety of noises. These noises can come from a loose component hitting other parts or it could be a result of parts sticking together and pulling apart.
If you notice any of these symptoms in your vehicle, making an appointment with your trusted mechanic is your next step. Driving with a failed clutch can be dangerous, as when a clutch goes bad it can break apart, leaving you without a vehicle. Your mechanic will be able to make a proper diagnosis and recommended repair to get you back on the road.
Your driving habits play a big role in the lifespan of your clutch. The less stress you put on your clutch, the longer it will last. Follow these simple guidelines to get the most out of your clutch.
One of the first things you were likely told when learning to drive a stick shift was to avoid riding the clutch. That is still good advice. Don’t use the clutch to control your vehicle’s speed. Riding the clutch is hard on the part and can lead to premature failure.
If you are sitting at a traffic light or in line at the drive-thru lane and expect to wait more than 10 seconds, don’t use the clutch to keep your car in a stopped position. Take the car out of gear, engage the brake and put it in neutral until you’re ready to take off. This seemingly small action can help save wear and tear on your clutch.
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The content contained in this article is for entertainment and informational purposes only and should not be used in lieu of seeking professional advice from a certified technician or mechanic. We encourage you to consult with a certified technician or mechanic if you have specific questions or concerns relating to any of the topics covered herein. Under no circumstances will we be liable for any loss or damage caused by your reliance on any content.
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