Eaton CLSM0200, Руководство по обслуживанию

Страница: 61 / 68

55
General Information
General Information
Self-Adjusting Clutches
The Eaton Solo is the industry ’ s first adjustment-free clutch.
With every push of the pedal, Solo ’ s innovative wear-adjusting
technology senses for wear and makes any adjustments nec-
essary.
Why There is No Need to Adjust Eaton Self-
Adjusting Clutches
If the Self-Adjusting Clutch is properly installed and the link-
age is set-up properly, the Self-Adjusting Clutch should never
need internal or external adjusting.
The Self-Adjusting Clutch automatically keeps the proper
release bearing position and clutch free pedal position with
two opposing cams. As the Self-Adjusting Clutch wears, the
cams separate from each other keeping the proper release
bearing position. This in turn maintains the proper clutch free
pedal position.
How it Works
Eaton Self-Adjusting Clutches wear-adjusting technology
comes from two sliding cams. With every push of the pedal,
the clutch senses for wear and makes any adjustments neces-
sary. The cams rotate to maintain the proper adjustment
throughout the life of the clutch. On top of the upper cam, a
clutch wear indicating tab mirrors the cams
’ movement to let
you know when it ’ s time to replace the clutch. The result of
Solo ’ s constant adjustment is greater longevity and a reduc-
tion in maintenance and labor costs.
Clutch Disc Dampening Characteristics
A key function of a clutch is to mitigate naturally occurring
vibrations of the engine flywheel from reaching the transmis-
sion and the other components further down the drivetrain.
This is accomplished by employing torsional spring dampers
to the clutch pack. These springs take the form of coil springs,
configured inside the clutch disc, that compress with the
application of torque. The torque path through the damper
begins at the friction interface at the facings, proceeds to the
steel carrier disc and moves into the disc reinforcing plates
where the springs are located. The springs are compressed,
transmitting force to the spring covers which are rigidly
attached to the hub. Torsional rate is defined as the amount of
torque required per degree of center hub rotation. There are
three basic categories of torsional rates for clutch dampers:
rigid, standard, soft.
Rigid and Clutch Discs - Rigid discs and clutch discs with no
spring package whatsoever, act as a nearly direct link from the
engine flywheel to the transmission and offer no protection
against torsional vibration. Their use should be limited to
older mechanically-fueled engines where clutch replacement
cost is paramount over long component life. Rigid clutch
discs are never used in new OEM applications.
Standard Dampers - Standard dampers include all 10-spring
and most 8- spring types. The springs used in these dampers
are approximately 1.5" long and do not offer a large amount of
deflection before coil lock takes place. While these dampers
were completely adequate for most heavy duty applications
several years ago, they are generally incapable of reducing the
engine flywheel vibrations developed with slow speed elec-
tronically fueled engines. The use of standard dampers in
heavy duty applications has virtually ceased in OEM applica-
tions. The trend is to use more capable soft-rate dampers.
Soft-Rate Dampers - Soft-rate dampers, like the heavy-duty
7-spring and VCT Plus, offer much better protection against
engine flywheel induced torsional vibrations. Their springs are
characteristically longer than springs used in standard rate
dampers and offer more deflection before coil lock occurs.
This larger spring deflection is equated to lower torsional
spring rate. With lower torsional rate, the resonant frequency
of the complete drivetrain is lowered; usually to a point of a
few hundred RPM below normal engine operating range. With
the addition of hysteresis or Coulomb dampening (the energy
expelled as the damper is exercised), the magnitude of the
vibrations is reduced further, adding to the dampers benefit.
Pre-Dampers - Pre-damper is a feature designed for reducing
idle rattle noise in various applications, where torsional vibra-
tions are growing more erratic. That is why Eaton is now
introducing the latest option for heavy-duty applications, the
VCT Plus PD, where “PD” stands for Pre-Damper. The Pre-
Damper consists of seven small springs, surrounding the hub
that reduce idle rattle when operating at low torque or engine
speed with the transmission in neutral, prior to operation of
the primary damper stage.