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The LuK Dual-Mass Flywheel offers the following
advantages:
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First-class driving
comfort |
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Absorbing of
vibrations |
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Noise
isolation |
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Reduction of fuel
consumption |
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Increased comfort during
shifting |
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Reduced wear of the
synchronization |
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Protection from overload
for the drive train |
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Demands on the
clutch have become more difficult.
It is possible to drive modern engines at extremely low rpm. A
car body optimized in the wind-tunnel produces less wind noises. New
calculation methods help to reduce the weight of the vehicle, and
lean concepts increase the efficiency of the engines. By the help of
a 5th or even a 6th gear, consumption can also be reduced. Thin oils
make precise gear shifting easier.
In a few words: There is an increase in noise sources, whereas
the natural damping diminishes. The principle of the piston engine
still exists exciting torsional vibrations in the drive train due to
its periodical combustion procedures. Gear rattle and body boom are
the unpleasant consequences. Today’s drivers used to comfort are not
willing to accept such background noises any longer.
It is more important than ever before for the clutch not only to
disengage and to engage, but also to isolate efficiently the
vibrations of the engine.
Physically this problem is easy to solve: There must be an
increase of the moment of transmission inertia without increasing
the mass to be shifted. This results in a reduction of the rpm
producing this unpleasant resonance below the idle speed. The
resonance itself, however, gets stronger.
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The solution is
the LuK Dual-Mass Flywheel.
LuK was the first manufacturer in
Europe to succeed in developing and supplying a dual-mass flywheel
for mass production realizing this physical principle and
nevertheless keeping the resonance amplitude small.
The name of the dual-mass flywheel already explains that the mass
of a conventional flywheel was divided. One part continues to belong
to the moment of engine inertia. The other part, however, increases
the moment of transmission inertia.
These two disengaged masses are connected by means of a
spring/damping system. A clutch disc without a torsion damper
between the secondary flywheel and the transmission cares for
disengaging and engaging. The positive side-effect is that due to
the lower mass to be synchronized gear shifting is easier and wear
of the synchronization can be reduced.
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