Clutch Systems

For Passenger Cars up to 800 Nm

2 3

The clutch cover transmits engine torque via the clutch disc to the transmission input shaft. There is a variety of clutches with diaphragm spring for passenger cars. As clutch facings are subject to normal wear, their actuation forces increase. With XTend, this problem is solved by decoupling the wear on the facing from the movement of the diaphragm spring.

Clutch Cover / XTend Clutch Cover

Clutch discs are subject to immense loads during the vehicle’s life cycle, and are complex components with compact dimensions. Besides transmitting torque, they have additional tasks such as damping torsional vibra-tions, ensuring good operating comfort, and offering high thermal resistance.

Clutch Disc with Torsional Damper

The clutch actuation system transfers the pressure of the driver’s foot on the pedal to the clutch, in order to disengage it. It has to ensure absolute reliability, ergonomic operation, and a high level of comfort throughout its entire service life. Components of the clutch actuation are the master cylinder, the slave cylinder and the pedal vibration damping device.

Clutch Actuation

With powerful car engines, single-disc clutches often reach their limits. To bring high performance levels reliably onto the roads, multi-disc clutches are used.

Multi-Disc Clutch

The DMF transmits engine torque to the clutch cover and disc. Its main task is to decouple torsional vibrations caused by rotational irregularities in the powertrain. This not only protects the entire powertrain and increases driving comfort, it also enables fuel consumption to be reduced.

Dual Mass Flywheel DMF

The MTD is a further model of a DMF. It features optimum load alteration performance and outstanding vibration decoupling thanks to adjusted damping and optimized mass distribution. The Mechanical Torsional Damper is superbly suited for engines in the lower and medium torque ranges.

Mechanical Torsion Damper MTD

A complete clutch system generally consists of a fl ywheel or DMF/MTD, clutch disc, clutch cover, releaser, and the clutch actuator. Among the numerous criteria used to determine clutch size and clamp load confi guration, maximum engine torque and the resulting friction energy are especially signifi cant. The greater the clamp load, the smaller the friction radius can be. The diameter should be as small as possible, because it greatly affects clutch weight and cost. But the clutch disc also has to be large enough to handle thermal loads and facing wear.

Clutch System

600

500

400

300

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100

0

Torq

ue [

Nm

]

Clutch diameter [mm]160 180 190 200 215 228 240 250 265 280

Comfort, Performance, Environmental Protection: Powertrain Components and Systems for Passenger Cars

For automated manual transmissions, the clutch is opened by an electromechanical clutch actuator. After the clutch is opened, the shift operations within the gearbox are taken over by an electromechanical transmission actuator. These two actuators are controlled by an electronic control unit.

Automated Manual Transmission

The demands placed on suppliers in the automotive sector are changing drama-tically. Increasingly, suppliers are being called upon to integrate components into complex systems – a development task that can only succeed on the basis of close partnerships with vehicle manufacturers. The future will bring continueddemands for reduced fuel consumption, emissions, weight and installation space,along with enhanced comfort, safety, and driving dynamics. To meet these goals,innovative solutions and new products are essential.

ZF Sachs has taken responsibility here, demonstrating expertise in generating comprehensive solutions with its integrated powertrain systems. In doing so, it consistently pursues a systems approach in developing and manufacturing new products and technologies that represent real advances. Together with ZF, it provides overall solutions that meet the demands of overall systems. One ex-ample: As a powertrain specialist and manufacturer of electric drives, ZF Sachs can also provide superior integration for the full spectrum of hybrid powertrain designs and thus offer production-ready solutions that are already reducing fuel consumption and emissions for the vehicles of tomorrow.

4 5

The task:

The technical demands placed on modernclutch systems are many and varied. Theyinclude rapid and reliable control of torque transfer, ergonomic operation, maximum service life with no loss in comfort, con-stant pedal forces, vibrational damping, and minimum installation size. ZF Sachs clutch systems for manual transmissions consist of components that have proven

The technology:

The clutch cover transmits engine torque via the clutch disc to the transmission input shaft. The clutch cover is bolted se-curely to the engine fl ywheel and consists essentially of a metal housing and a dia-phragm spring with integrated actuation levers. This spring presses the axially dis-placeable pressure plate against the clutch disc and the fl ywheel when the clutch is

themselves millions of times and that meet the highest standards in all categories. Thanks to customized application engineering, the complete system can be optimally adapted to every vehicle. As well as being rea-sonably priced, the products are technically advanced to such a degree that very little adjustment or development work is needed. Favorable clutch/actuator system prices, combined with the benefi ts of reduced fuel consumption, mean that clutches and manual transmissions remain a standard feature of small and medium-sized cars as well as commer-cial vehicles in Europe.

engaged. Its degree of stiffness determines the actuation forces needed to release the clutch. Vibrations, torque, and friction-induced heat – the clutch is subjected to some of the highest levels of stress in the powertrain. The diaphragm spring must perform reliably after many thousands of shifts, even when the inevitable systems-based wear on the clutch facings in every vehicle alters the responsiveness and load/travel confi guration.

The Clutch System – Cutting-Edge Power Transmission

Clutch Covers –Reliable Torque Transfer

Dual mass fl ywheelXTend clutch cover

Clutch disc with torsional damper

Slave cylinder

Pedal vibration damping device

Master cylinder

Mechanical releaser

Plastic pedal

Power fl ow – disengagedPower fl ow – engaged

Benefi tsHigh torque capacity, ■compact dimensionsLow release forces thanks ■to high degree of effi ciencySimple design ■Proven technology ■Long service life ■Low weight ■ Push-type clutch coverPull-type clutch cover

Housing

Releaser

Diaphragm spring

Fulcrum ring

Pressure plate

Locating pin

Leaf spring

6 7

The task:

Although clutch facings have undergone substantial improvement in terms of quality and service life, they are still subject to nor-mal wear, even if the vehicle is operatedwith care. Reduced facing thickness con-siderably infl uences the forces within the clutch system. Release and clamp loads rise, and thus the necessary pedal forces as well. XTend is the ideal solution to counter wear and the associated negative effects on the powertrain. XTend clutch covers are suitable for all vehicles with high mileage and clutch loads.

The technology:

XTend, the clutch cover with automatic wear compensation, de-couples facing wear from the movement of the diaphragm spring. The compensation mechanism constantly registers the reduction in facing thickness, and securely offsets this distance by rotating an adjustment ring. Another advantage of XTend lies in its design: It reduces the axial dimensions of the clutch system needed to accommodate normal facing wear.

XTend – Clutch Cover with Automatic Wear Compensation

Benefi tsConstant pedal forces throughout ■the entire service lifeFlexible adjustment to individual ■vehicle requirementsResistance to extreme temperatures, ■dirt, and agingSmaller axial dimensions ■Easy to install and service ■

Clearance adjustment during clutch action

Clutch in new condition

The stopper raises the retainer spring from the adjuster rings, the slide fills the gap.

When wear occurs,the clutch cover movestoward the flywheel.

When the clutch is released ...

The clutch has compensated for the wear and the system is reset to its initial force and path settings.

... the adjuster ring compensates for the wear.

Housing stopper

Principle of wear compensationClutch in new condition

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51

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Adjuster ringToothed slideToothed discRetainer springStopperPressure plate

1

2

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1 2 3

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XTend clutch cover

Clutch cover housing

Retainer spring

Facings

Clutch disc

Adjuster ring

Slide

Torsional damper

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The task:

Ignition-induced irregularities in rotational speed and rapid load alterations generate vibrations in the powertrain, which in turn cause disturbing noises in the vehicle body and unpleasant rattling in the transmission. In low-fuel vehicles – especially diesel en-gines – the higher ignition pressures and the lower idling and driving rpm levels de-signed to reduce fuel consumption have the effect of amplifying vibrations. Yet drivers continue to demand higher performance from their damping systems.

The technology:

The torsional damper integrated in the clutch disc is the main element for adjusting torsional rotation properties throughout the powertrain, from the combustion engine to the wheels. This effective vibrational damping system consists of a friction unit and spring sets for both driving and idling. Coil springs posi-tioned in windows allow a limited degree of rotation between the crankshaft and the transmission input shaft. Torsional dampers are individually tuned because each engine/transmis-sion aggregate has its own characteristics. The resulting supe-rior spring and damping characteristics generate outstanding decoupling qualities.

Clutch facings: Long-lasting and environmentally friendly

By allowing carefully calibrated slippage in the launch phase, the friction facings and cushion springs allow precision torque calibration and are therefore responsible for the gentle clutch engagement needed to start vehicles smoothly. Clutch facings are made of a number of carefully matched materials: glass or aramide fi ber together with copper or brass wire, embedded in a mixture of resin, rubber, and fi llers. Especially when launching under tough conditions, but also under normal driving operations, the facings are subjected to high friction speeds, strong clamp loads, and extremely high temperatures. During all these types of conditions, drivers still expect full performance. Clutch facings from ZF Sachs contain no lead and are manufactured via environmentally friendly processes and comply with EU vehicle recycling regulations.

Clutch Disc with Torsional Damper –Peace and Quiet in the Powertrain

Clutch disc with torsional damperThe torsional dampers are tuned for the characteristics of each vehicle model. Thanks to multistage main dampers and extra preliminary dampers, engine vibra-tions are effectively minimized both when idling and driving.

Boomerang springThe boomerang spring from ZF Sachs is integrated into the clutch disc. Its spring design with a single facing operates every bit as well as springs with dual facings. It features a stable characteristic curve over time with very broad limiting values. The boomerang spring also enables longer spring paths as well as lower stresses in the blades of the lining spring.

Benefi tsComplex individual ■characteristicsCompact construction ■Low inertia ■Modular design for ■pre-damper and hub

Vibrational damping in a torsional damper – torque and angular travel

Maximum push torque

Maximum pull torque

Driving damping

0 Nm

Driving damping

Angle

Torq

ue

Fric

tion

torq

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Close-up view:Torsional damping at constant vehiclespeed

Idlingdamping

Vibration inputOutput vibration

S-TecThe thin facing on the clutch disc features a long service life, reduced weight, and lower space requirements than for conventional facings.

11

The task:

The hydraulic clutch actuation system transfers the pressure of the driver’s foot on the pedal to the clutch, in order to disengage it. It has to ensure absolute reliability, ergonomic operation, and a high level of comfort throughout its entire service life. It is important for the driver to get a good, subjective “feeling” for the pressure point. ZF Sachs offers the entire system from a single source. Thanks to comprehensive expertise in this system and its interfaces, the individual actuation components can be ideally adjusted to the vehicle design.

The task:

Powerful car engines and sports-oriented driving styles place high demands on trans-mission reliability and thermal capacities.The requirements are even higher in racing: Speeds of 17,000 rpm, and torque levels of up to 1,700 Nm represent an enormous challenge, especially when combined withminimum size, low weight, good clutch con-trollability, and long service lives. Multi-disc clutches ensure dynamic performance in the range where single-disc clutches reach their limits. When drivers demand speed and verve, multi-disc clutches make sure that power is transmitted securely to the wheels.

The technology:

The hydraulic clutch actuation system consists of a hydraulic and a mechanical subsystem. The hydraulic subsystem comprises the master cylinder and its connection to the brake fl uid reservoir, the pressure line, and the slave cylinder mounted to the transmissionhousing. The mechanical subsystem is located inside the clutch housing. When the driver pushes down on the clutch pedal, the stroke is transferred to the clutch via the hydraulic subsystem with the help of the release lever. An improved over-center spring system in the pedal mechanism can reduce pedal forces and thus relieve stress on the clutch actuation.

Additional components such as the pedal vibration damping device and the peak torque limiter can be integrated to enhance comfort and functional properties. Together with an electromechanical parking brake, an integrated sensor system prevents vehicles from rolling backwards even when the clutch is not engaged.

The technology:

Multiplying the number of friction surfaces increases the torque and thermal capacity while making the best use of installationvolume. Minimizing the inertia for clutch discs lowers the loadson transmission synchronization and thus makes shifting more dynamic. By regulating the interruption and closure of torque fl ow, the intermedia plate provides a reassuring level of com-fort. For the touring car sector, ZF Sachs Race Engineering has established a new level of clutch technology with its RCS (Racing Clutch System) – the fi rst line to combine a modular clutch system with carbon discs. It features all the advantages offered by the high-tech material carbon – extreme endurance and strength – which makes it perfect for extreme conditions. That makes it the fi rst choice whenever the combination of low weight, minimal installation space, and unparalleled physical strength is required.

Clutch Actuation –Pressure under Control

Multi-Disc Clutches –Handling Extreme Loads

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Pedal vibration damping deviceThe pedal vibration damping device suppresses axial crankshaft vibrations by having two diaphragms compensate for pressure. Multiple fl uid redirectional processes take place inside the fi lter.

Connection to master cylinder

Diaphragm

Pressure line to slave cylinder

Pressure pulsation without damping device

Pressure pulsation with damping device

Release bearingThe release bearing is the transmission element between the rotating clutch and the static actuation system.

Thrust ring

Inner ring

Mount for release fork

Master cylinderThe master cylinder with displacement sensor prevents theengine from starting when the clutch is engaged, and switches off the cruise control as soon as the clutch is released.

Magnet

Piston

Sensor

The MF2/228 multi-disc clutch for high-end standard series production handles high friction levels thanks to its large heat-absorbing surface, and can trans-mit torque levels of up to 800 Nm; load control for the intermediate plate ensu-res comfort and reliable functioning.

Racing Clutch SystemSpecially developed for amateur sports,these systems feature up to four discs inhousing diameters of 115, 140, 184,and 200 mm. The pressure plate andhub come in aluminum, titanium, orsteel. RCS can handle torque levels ofup to 1,700 Nm.

Benefi tsExcellent transmission reliability ■up to torque levels of 1,700 NmLarge heat-releasing and heat-absorbing ■surfaces for temperatures above 1,000 °C (1,832 °F)Optimum use of installation space ■Lower actuation forces ■Flat characteristic force curve ■Low moment of inertia ■Short length for clutch disc hub ■

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Automated manual transmission

The task:

In order to best meet the wishes of drivers, the automobile industry, and legislators for lower fuel consumption and emissions, it is essential to raise the level of effi ciency in the powertrain. Moreover, components from ZF Sachs can also be used to automatemanual transmissions and thus improve comfort in vehicle categories that cannot have automatic transmissions for reasons of weight, installation space, or cost.ZF Sachs provides the overall system with actuators, TCU and software from a single source. Complete expertise with the system and its interfaces means that the individualactuation components can be adapted opti-mally to vehicle designs.

The technology:

In automated manual transmissions, electromechanical or hy-draulic actuators take over the clutch and shift actions. In either case, individual driving pleasure is not diminished because driv-ers can decide whether they want to use the automatic mode or shift manually using switches or levers.

With their optimized shift strategies, automated manual transmis-sions reduce torque interruption to a minimum. Sensors register and convey all the relevant information to the control system. Using this data, the system calculates the shift points and con-trols the shift and clutch processes automatically. The technology even intervenes in driving operations to improve safety – such as automatically interrupting the torque fl ow briefl y to counter the risk of skidding. Buyers of standard cars are already enjoying greater comfort thanks to ZF Sachs components for automated manual transmissions.

Automated Manual Transmission – Intelligent Gear Shifting

Benefi tsFull driving comfort – no clutch actuation, ■no shiftingPrevents error during shifting ■Lower cost and weight, smaller space claim ■than automatic transmissionsAllows manual shifting and thus individual ■driving styles

Separate programs for sportive driving, ■bad weather conditions or slippery or icy road conditions and trailer useReduced fuel consumption due to ■electronically optimized shift points and high mechanical effi ciency

TCUtransmissioncontrol unit Transmission rpm

Engine manager

Clutch actuator

Transmission actuator

Ignition

Accelerator position Brake

Program selector

Function display

Diagnostics

Additional programs

Schematic diagram of an electromechanical system automation

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600800

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< 95 Nm < 420 Nm < 160 Nm < 210 Nm < 120 Nm < 1200 Nm0

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ax. r

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Engine torqueMin. release forces [N]Max. release forces [N]

Release forces generated depending on engine torque

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The task:

Fuel-optimized car engines are more powerful than ever, despite having less displacement. As a consequence, rota-tional irregularities are on the rise in the powertrain, especially in strongly charged engines. They can cause greater wear in the gearbox as well as unpleasant noises. Reducing the level of these rotational ir-regularities is thus one of the main tasks in the powertrain. If the torsional damper in the clutch disc is not suffi cient, the dualmass fl ywheel (DMF) from ZF Sachs can be used. It ensures effective torsional damping, which protects the gearbox and enhances driving comfort. Yet another ad-vantage is that the DMF enables comfort-able driving even at low engine speeds, and thus helps lower fuel consumption.

Dual Mass Flywheel DMF –Multi-Stage Vibrational Damping

Single-row DMF Double-row DMF

The fl ywheel is divided into a primary and a secondary mass. Together with the spring set, it effectively isolates torsional vibrations.

rpm

Driving range

DMF

Clutch disc with torsional damper

Tran

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Comparison of clutch disc vs. DMF

Twisting angle

Torq

ue

Two and three-stage DMF characteristic curves

500 750 1000 1250 1500 1750 2000 0 1 2 3 4 5 6 7 8 9

Clutch disc with torsional damper

Comparison of vibration damping

Order Engine speed [rpm]

Ang

ular

acc

el. [

rad/

S2 ] 1000

600

500

400

200

0

500 750 1000 1250 1500 1750 2000 0 1 2 3 4 5 6 7 8 9

Dual mass flywheel

Order Engine speed [rpm]

Ang

ular

acc

el. [

rad/

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600

500

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200

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For a torsional damper in the clutch disc, the resonance rpm lies in the lower engine speed range, but for a dual mass fl ywheel it lies well below the engine idling speed.

A typical DMF characteristic curve. It starts with a soft initial stage, followed by considerably harder stages. The fi rst stage features a minimum degree of stiffness in order to keep the DMF natural frequency low.

Benefi tsLess noise ■Easier to shift gears ■Outstanding vibration damping ■throughout the entire rpm rangeEasily adjusted to vehicle designs ■Smooth start/stop performance ■Long service life ■Smaller dimensions ■Pull and push-type clutches possible ■Reduced fuel consumption because ■vehicles can be operated at lower rpm levels

The technology:

The DMF is integrated between the engine and the gearbox. It transmits engine torque to the clutch cover and disc, and suppresses torsional vibrations caused by rotational irregularities in the power-train. The DMF is divided into a primary and a secondary mass, which are connected by a lubricated spring system. The primary mass is bolted to the crankshaft and carries the starter ring gear. The secondary mass is mounted on the primary mass via separate axial and radial slide mounts that allow it to rotate independently. The secondary mass forms one of the two friction surfaces for the clutch disc. The clutch cover is bolted to the secondary side.

Consisting of compression springs and guide elements made of fi ber-reinforced plastic, the modular spring set allows the characteristic curves to be varied and optimized. Every time the engine starts and stops, it has to run through the resonance rpm. The DMF thereforefeatures a multi-stage characteristic curve. The soft initial stage en-sures excellent engine starting and stopping behavior. Subsequent harder stages provide superb torsional vibration decoupling and overload protection at normal driving speeds. The DMF is used not only with manual transmissions but also with hybrid applications and CVT and DCT transmissions.

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The task:

Recent engine developments have led to a greater level of rotational irregularities being introduced into the powertrain. The Mechanical Torsional Damper transmits engine torque to the clutch cover and the clutch disc. Its main task is to decouple the torsional vibrations introduced by the engine into the powertrain. An MTD also enables vehicles to be driven at lower en-gine speeds without any signifi cant loss in comfort. The Mechanical Torsional Damp-er thus makes an effective contribution to reducing fuel consumption.

Mechanical Torsional Damper MTD –Adjusted Damping

The technology:

In the mechanical torsion damper MTD the contact forces coming from transmitted torque are kinematically split in a radial and a circumferential component. As a result, damping force is created as a function of spring force. Since spring force is proportional to the transmitted torque, damping performance depends on torque and can be adjusted within a wide range for the relevant applica-tion. The spring characteristic in the MTD may be designed as a linear or multi-step feature. If need be, spring packages may be controlled non-symmetrically in combination with low spring masses to ensure a softer characteristic start and thus reduced bouncing in the low-load range, also under high rotational speeds.

Thanks to tribologic friction optimization of the compression spring guiding elements (non-reinforced polyamide) and the application of in-between grease the MTD is the best choice in engines in the lower and middle torque range. The installation of an additional device that generates speed-dependent hystersis torques upon softcontrol without any inconsistent break-away-torque allows to furtherimprove the damping behavior in transient operating modes, such as load changes or engine start/stop. The combination of both dam-ping systems allows to ideally meet the various engineering specifi -cations. The MTD has it all: excellent vibration decoupling thanks to adapted damping and optimized distribution of masses as well as a good load cycle behavior. This component has a fl exible, sim-ple and sturdy design and is made up of a low number of parts so that it can be produced at low cost.

Mechanical torsional damper

Benefi tsExcellent vibration decoupling ■Excellent load change behaviour ■Uncritical start-up and shut-off behaviour ■and excellent decoupling of vibrations at suppressed rpm levels due to additional friction elementStreamlined and robust design due to low ■number of component parts

Using the MTD means to signifi cantly reduce annoying (red) areas of rattle and swish. The entire inner airborne noise spectrum becomes signifi -cantly more harmonic.

Comparison: Frequency analysis of powertrain noise

Frequency (Hz)

1000

Without MTD With MTD

40001000 2000 3000

Frequency (Hz)

40001000 2000 3000

2000

3000

Spe

ed (

rpm

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10 d

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Speed-dependent damping of the additional friction device

The speed-dependent hysteresis torque of the additional friction device generates a soft control without any inconsistent break-away torque.

rel. Angular speed [°/s]0

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Secondary side

Damping element

Ring gear

Primary side

1918

Company Powertrain and Suspension Components

Clutch Systems PC Dual Mass Flywheel, XTend – Clutch Cover with wear compensation, Clutch Discs, Multi Disc Clutch, Actuation System, Mechanical Torsional Damper, Actuators for Automated Manual Transmissions

Active Launch Systems Torque Converter for PC, CV and Construction Vehicles, Dual Wet Clutch, HCC – Hydrodynamically Cooled Clutch

Clutch Systems CV Single and Dual Disc Clutches, XTend – Clutch Cover with wear compensation, Dual Mass Flywheel, ConAct – Pneumatic Actuation System, Torsional Damper

Electric Drives Electric Drives and hybrid modules for PC, CV and Construction Vehicles

Conventional Dampers PC

Monotube and Twin-Tube Damper, Suspension Strut, Stroke-Dependent Damping, Sensitive Damping Control – Amplitude Selective Damping, HID – High Impact Damping

Damper Systems CV/Railway

Monotube and Twin-Tube Damper, Air Spring/Damper Module, CDC and PDC – Variable Suspension Systems, Cabin Damping for CV, Agricultural and Construction Vehicles, Primary-, Secondary- and Yaw Dampers for Rail Vehicles

Active Suspension Systems PC

Nivomat – Leveling System, CDC – Variable Damping System, Active Roll Stabilization, Monotube, Twin-Tube, Steering Damper and Suspension Forks for Motorcycles, Damper and Clutches for Racing

Suspension ComponentsStrategic Business Units and Product Program

The continuous advancement and integration of components and modules into complex systems are one of the demanding tasks of the Powertrain division. Automotive manufacturers are aiming at lower fuel consumption and reduced CO2 emissions with simultaneously enhanced comfort. New converter concepts, optimized dual mass fl y-wheels, hydrodynamic launch systems, and the intensive development work on the hybrid modules make a con-siderable contribution to achieving the automotive industry‘s targets.

Powertrain ComponentsStrategic Business Units and Product Program

The optimization of conventional shock absorbers as well as the integration and networking of intelligent dampers in complex and adjustable chassis systems determine the processes of the Suspension division. Increased safety, comfort, and driving dynamics are the market requirements to be met in all vehicle classes. ZF Sachs allows for a new dimension in the fi eld of suspensions by providing innovative products, such as the CDC electronic damping system, or the amplitude-selective damping system Sensitive Damping Control.

In the corporate group:

ZF Sachs AG is a partner of vehicle makersworldwide for the development and produc-tion of powertrain and suspension components. A variety of R&D and systems advantages arise for vehicle makers in conjunction with the di-visions of the ZF Friedrichshafen AG corporate group. Examples include the 8-speed hybrid transmission and the 8-speed automated trans-mission. Both transmissions enable substantial fuel savings.

ZF is a leading worldwide automotive supplier for Driveline and Chassis Technology. With total sales of euro 12.5 billion in 2008 and 61,156 em-ployees at 125 production companies in 26 countries, ZF is among the top fi fteen companies on the ranking list of the largest automotive suppliers worldwide.

ZF Sachs is the Powertrain and Suspension Components division of the ZF Group. For more than 100 years, ZF Sachs has been a renowned partner of the automotive industry. Our products are not only used with traditional applications in cars, commercial vehicles, rail, construction and agricultural technology but also in motorsports.

Leading technology, quality and service are integral parts of the company‘s strategy. By implementing a company-wide “Global Performance System“, known as GPS, ZF Sachs has adapted to international market requirements. The objective is to promote customer-supplier relations by means of process orientation, innovation, fl exibility, and standardization. GPS as a Corporate Mission Statement represents improved cost management, employee com-mitment, and increased productivity at a global scale.

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ZF Sachs AGErnst-Sachs-Straße 62D-97424 SchweinfurtGermanyPhone: +49 9721 98-0Fax: +49 9721 98-2290www.zf.com

Driveline and Chassis Technology