FA053 Double clutch transmission engager July 14

Central slave cylinder with TWIN sensor

for dual clutch transmissions

New developments in the field of the dual or double clutch

transmission bring new challenges for the application of central
disengagement systems! Central disengagement systems are
well known when it comes to operating manual transmission
clutches. However, what is the position with regards to the
operation of dual clutches? This question has been answered via
a joint development project between FTE automotive and Micro-
Epsilon Messtechnik.

The double engager installed in the transmission. The innovative sensor

enables exact displacement measurement with reduced installation space.

There are basically two different designs of dual clutch: wet dual
clutches for the transmission of higher torques and dry dual clutches
for smaller vehicles with lower torques. The dual clutches can be
further subdivided into radial and axial dual clutches.
The joint project was carried out using a dry, radial dual clutch. One
benefit of the radial arrangement of the linings is the short axial
installation space, whereby the outer clutch is significantly more
powerful due to the larger average friction radius.

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FA053 Double clutch transmission engager July 14

The central engager consists of the following:

1a / 1b: Actuation of the clutch using concentrically arranged
pistons
2a / 2b: Engagement bearing
4: Housing
5a / 5b: Seals
6: Stop for piston
8: TWIN sensor for the displacement measurement of the two
clutch engagers

3: Pressure supply bore hole

7: Stroke limiter

How does a dual clutch transmission operate?

Both wet and dry dual clutch transmissions are included in the
powershift transmission group. They consist of two sub-transmissions,
which are independent of one another. Each sub-transmission is

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FA053 Double clutch transmission engager July 14

functionally designed as a manual transmission and has a separate

input shaft. A separate friction clutch is assigned to each sub-
transmission, ensuring that power flows from the engine to the
transmission. In each case, using a clutch an engaged gear is friction
engaged with the flywheel by the transmission input shafts. The gears
are pre-selected in the respective load-free sub-transmission. The
gear change itself is performed under load by controlling the transfer
of torque from the first to the second clutch and vice versa.
The controlled transfer of the torque can be performed
electromechanically, i.e. by using an electric motor that operates the
respective clutch using a mechanism, or electro-hydraulically,
whereby a hydraulic slave cylinder operates the two friction clutches.
In the case of power failure or compressed oil supply failure, both
clutches are opened (fail safe function).
The task of FTEs clutch slave cylinder is derived from the function of
the double clutch, which is limited to the hydraulic system.

The clutch slave cylinder must be capable of being operated

independently by both clutches. Engagement occurs when the clutch
closes, i.e. engages, and when the clutch is operated or actuated.
This is in contrast to conventional clutches that open when operated.

The task to be performed by both clutches is fulfilled by two

concentrically-arranged pistons, which operate the respective clutch
independently of one another via the engagement bearing. The
challenge is that both bearings must be arranged in an extremely
compact way, with no contact when they are pushed inside one
another, taking account of the radial travel path for the equalisation of
the axis offset between clutch and clutch slave cylinder. The challenge
of installing the new clutch slave cylinder, including double sensor, in
a defined compact installation space is achieved in an innovative way
by a jointly developed solution from FTE automotive and Micro-
Epsilon.

The hydraulic pressure supply must be performed independently for

each hydraulic circuit or piston. The pressure supply bore holes must
therefore run through the housing without intersecting. It is important

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FA053 Double clutch transmission engager July 14

that the bore holes have the required cross-section in order to

guarantee the high operating speed of the pistons, without generating
dynamic pressures that are too high.

The operating medium is usually mineral oil. The seals must be

matched to this oil and cover a relatively high temperature range from
40C up to a maximum of +180C. This is due to increased clutch
friction for dual clutch transmissions caused by overlapping of the
clutch interventions, which are needed to guarantee gear changing
without the loss of traction power.
FTE therefore develops specific sealing material that is tailored to the
operating medium and the temperature requirements. Hydrogenated
nitrile rubber or fluorocarbon rubber are suitable base materials here.

CSC provides energy savings

Another important consideration in the design of the dual concentric
slave cylinder (CSC) is the possible impact of the pistons in their zero
position. In comparison with conventional clutch release mechanisms,
CSC does not have a preloaded spring that preloads the bearing
against the clutch. Here, the preload is produced by the clutch itself.
The piston of the released clutch moves back to a defined stop in the
zero position to act as a counter bearing.
In this way, the released clutch does not have to be continuously
supplied with pressurised oil, making the system more energy
efficient.
Depending on the design of the clutch, it may be necessary to install a
stroke limiter in one of the CSCs or in both circuits, in order to prevent
overpressure that could damage the clutch. This can be integrated
relatively easily for designs that use aluminium pistons.

Finally, it is important for controlling the hydraulic actuation of the

clutches to know their exact position or that of the respective piston or
engagement bearing. Placement of two sensors outside the
transmission bell housing, for example, on two additional actuation
cylinders, would be relatively straightforward. However, this results in
deviations due to temperature differences inside and outside the bell
housing and from possible influences by trapped air in the medium

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FA053 Double clutch transmission engager July 14

itself. Consequently, the position must be measured directly in the

CSC.

Challenge for the sensor system

The task of both displacement sensors is to continuously and reliably
establish the respective position of the two clutch engagement
bearings. In doing so, the measured values for the outer bearing
responsible for odd-numbered gears and the inner bearing
responsible for even-numbered gears must be acquired and output
independently of one another.

The 3D model clearly shows the position of the sensor on the

engager.

Selection of the sensors

In addition to the actual measurement task, the environmental
conditions present in automotive applications are critical when it
comes to selecting a suitable measuring principle. As the clutch is
very close to the engine, the displacement sensors must guarantee
operation across the specified wide temperature range (-40C to
+150C).

The available installation space is also an important factor that is

decided well in advance of sensor selection. Andreas Pschel, the
engineer responsible for the project at Micro-Epsilon comments: As
so often is the case, there is little more than a few cubic centimetres

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FA053 Double clutch transmission engager July 14

of space available. Only very rarely is it that the installation space can
be extended in order to optimise the position of the sensor. This was
simply not possible in this case.

Furthermore, neighbouring components must also be taken into

account with respect to their material (ferromagnetic or non- ferrous).
Ferromagnetic materials affect magnetic sensors and also contribute
to magnetic interference fields from wider surroundings.

In the case of FTEs CSC, it is possible to take displacement

measurements on the outer side of the bearing. The decision was
therefore made to develop the VIP (wear-free-inductive-
potentiometric) measuring system, patented by Micro-Epsilon. This
measuring principle does not require permanent magnets. Instead, a
small aluminium (or other conductive material) ring is used as the
measurement object (target). This is placed over the sensor, similar to
a ring being placed on the finger of a hand. In the real environment,
this ring can of course also be designed as a bore hole in existing
conductive components or attachments.

For the inner bearing, ann extremely compact sensor design is

required, as only a narrow, rectangular cavity is available as
installation space. Here, the new measuring principle mainSENSOR
MDS (magneto-inductive) was selected as the most suitable method.
For this sensor, a permanent magnet must be installed as the target
on the measurement object.

For technical design and economic reasons, both sensors are

attached to a common bracket (or baseplate). Due to very high
temperatures in the transmission when the engine is running, the
signal processing electronics have to be relocated.
The electronics are therefore installed in a separate small housing.
This housing is connected to the sensors using a 35cm long cable
and mounted at a suitable place in the engine compartment.

VIP Measuring principle

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FA053 Double clutch transmission engager July 14

Electromagnetic displacement sensors in the VIP series (wear-free,

inductive and potentiometric) operate according to a measuring
principle patented by Micro-Epsilon. Here, a measuring coil is wound
on a coil former and equipped with several voltage taps. A small ring
made of electrically conductive material, e.g. aluminium or a bore hole
in this conductive material is used as the measurement object (target).

The measuring coil is supplied by an oscillator with two alternating

(opposing) voltages. Depending on the position of the target, the
impedance of the measuring coil changes in the covered area.

Evaluation electronics prepare the tapped voltages so that a

continuous output signal is produced, which is proportional to the
position of the target. For example, if the measurement object is
exactly in the centre of the measuring range (and therefore also in the
centre of the measuring coil), the output signal corresponds exactly
with the reference voltage.

The VIP principle enables very fast reaction times and so is suitable
for high dynamic processes. Due to the favourable relationship
between measuring range and sensor length, as well as the compact
design resulting from this, these sensors are ideal for tight, restricted
installation spaces.

mainSENSOR measuring principle

The underlying functioning principle of the mainSENSOR operates on
a magnetic-inductive basis and can be described as follows: a coil
supplied with alternating current results in a primary magnetic field.
According to the Maxwell formula, this magnetic field induces eddy
currents in the electrically conductive material arranged opposite the
coil. For their part, the eddy currents cause a secondary magnetic
field. In accordance with the Lenz Rule, the secondary magnetic field
opposes the primary magnetic field and therefore attenuates the latter.
When approaching the permanent magnet (target), the
electromagnetic characteristics of the sensor between the coil and
electrically conductive material is changed so that a feedback coupling
between the position of the permanent magnet and the eddy currents

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FA053 Double clutch transmission engager July 14

can be used for signal evaluation. This method has already been
registered as a patent.

As printed coils can be used for the mainSENSOR, the manufacturing

method does not require any semiconductor production. The sensor
has an extremely high basic sensitivity, which enables a very simple,
low-cost evaluation circuit. With an eddy current sensor as the
technological core, both very fast and very high resolution versions
can be developed. Compared to Hall Effect sensors, significantly
larger measuring ranges (currently 60mm has been achieved) are
possible.

A pulse width modulated signal is available as an output signal, which

can be easily read by a microcontroller using a time-based
measurement.

Summary:
Due to technical and installation space requirements, the application
rules out the use of conventional displacement sensors. An innovative
development has succeeded in combining two different measuring
systems in one twin sensor design. The significant benefits are
outlined here:
1. Both sensors operate on a non-contact basis and so without
wear.
2. Two independent sensors can be installed in the tightest
installation space.
3. The measuring principles used do not influence one another.
4. Consequently, the central slave cylinder can also have an
innovative compact design.
The technological approach of combining two sensors in one unit as a
twin sensor is very promising for future efforts in automotive designs
in order to consistently save weight and space, resulting in more
energy efficient vehicles.

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FA053 Double clutch transmission engager July 14

Company information:
FTE
FTE automotive is a world leading manufacturer of hydraulic brake
and clutch systems for passenger cars and commercial vehicles. The
company was founded more than 60 years ago and provides
improved safety and comfort on the roads by using the latest
technologies.

The engager for double clutch transmissions was developed during a

joint project between FTE and Micro-Epsilon.

The sensor operates with two different targets whereby the

rear part disappears in the engager.

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FA053 Double clutch transmission engager July 14

Micro-Epsilon
Micro-Epsilon has been solving difficult and unusual measurement
tasks of geometric factors such as displacement, distance, position
and also temperature, for more than 40 years. We provide the widest
range of sensors, systems and test systems worldwide using the
latest and technologies.

Text length about 13,000 characters including spaces

Reprints free of charge; specimen copy requested.

Author:
Dipl.-Ing. (FH) Andreas Pschel
Automotive Sensor System Sales
Micro-Epsilon Messtechnik GmbH & Co. KG
Knigbacher Str. 15, 94496 Ortenburg
Tel.: 08542 168-231, Fax: 08542 168-92231
Andreas.pueschel@micro-epsilon.de, www.micro-epsilon.de

Dipl.-Ing.(FH) Stefan Gebert

Clutch Actuation Systems Development
FTE automotive GmbH & Co.KG
Andreas-Human-Str. 2
96104 Ebern
Tel.: 09531 81-3327, Fax: 09531 81-5327
stefan.gebert@fte.de, www.fte.de

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