Automatic Dual Clutch Transaxle (Dct) Powershift (DPS6/6DCT250): Specifications Ford Focus III

CAPACITIES

CAPACITIES

GENERAL SPECIFICATIONS

GENERAL SPECIFICATIONS

Torque Path

Note. In the descriptions below, the shafts are shown in illustration outside their actual position for greater clarity.

Scheme 1

Note. When looking at the illustrations, please note that the torque flows once via the input shaft (core shaft) and once via the input shaft (hollow shaft).

Scheme 2

The torque is passed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 1 and clutch disc 1 onto the input shaft (core shaft). The input shaft (core shaft) transmits the torque to the first gear of the output shaft (1st, 2nd, 5th and 6th gear). The torque is transmitted to the differential via the output pinion.

Scheme 3

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 2 and clutch disc 2 onto the input shaft (hollow shaft). The input shaft (hollow shaft) transmits the torque to the second gear of the output shaft (1st, 2nd, 5th and 6th gear). The torque is transmitted to the differential via the output pinion.

Scheme 4

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 1 and clutch disc 1 onto the input shaft (core shaft). The input shaft (core shaft) transmits the torque to the third gear of the output shaft (3rd, 4th and reverse gear). The torque is transmitted to the differential via the output pinion.

Scheme 5

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 2 and clutch disc 2 onto the input shaft (hollow shaft). The input shaft (hollow shaft) transmits the torque to the fourth gear of the output shaft (3rd, 4th and reverse gear). The torque is transmitted to the differential via the output pinion.

Scheme 6

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 1 and clutch disc 1 onto the input shaft (core shaft). The input shaft (core shaft) transmits the torque to the fifth gear of the output shaft (1st, 2nd, 5th and 6th gear). The torque is transmitted to the differential via the output pinion.

Scheme 7

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 2 and clutch disc 2 onto the input shaft (hollow shaft). The input shaft (hollow shaft) transmits the torque to the sixth gear of the output shaft (1st, 2nd, 5th and 6th gear). The torque is transmitted to the differential via the output pinion.

Scheme 8

The torque is fed into the double clutch via the drive plate. From there, the torque is transferred via the driving disc, pressure plate 2 and clutch disc 2 onto the input shaft (hollow shaft). The input shaft (hollow shaft) transmits the torque to the second gear of the output shaft (1st, 2nd, 5th and 6th gear). The gear wheel for the 2nd gear has a fixed connection to the intermediate gear, The intermediate gear transmits the torque to the reverse gear wheel of the output shaft (3rd, 4th and reverse gear). The torque is transmitted to the differential via the output pinion.

Scheme 9

There is a parking lock integrated in the second output shaft for safe parking of the vehicle and to prevent it from rolling away when the parking brake is not applied.

A parking lock needs to be installed since both clutches are opened after the engine is switched off.

The parking lock is engaged by moving the selector lever to the P position. As a result, the lock pawl (5) engages in a tooth gap on the lock wheel (4).

If the lock pawl (5) is positioned against a tooth of the lock wheel (4), then the torsion spring (3) on the actuation shaft is tensioned. If the vehicle moves, the lock pawl (5) engages in the next tooth gap on the lock wheel (4) under the effects of the releasing torsion spring (3).

Scheme 10

The gears are shifted by means of two brushless DC clutch actuator motors, which each actuate a gear selector drum via a two-stage transmission ratio. Both of the gear selector drums are identical and each have one shift slot for moving the selector forks. As a result of using the gear selector drum principle, no additional mechanical lock is required in order to prevent more than one gear being engaged at the same time in the same sub-transmission in the event of a fault.

Scheme 11

Each gear selector drum actuates two selector forks. The total angle of rotation of the gear selector drums is limited by means of two stops which are cast as an integral part of the transmission housing.

The angle of rotation of the gear selector drum 1 is 200°. The angle of rotation of the gear selector drum 2 is greater and measures 290°, as this gear selector drum is used to shift four gears.

Scheme 12

The shift slot in the gear selector drum has two counter-running cams on its circumference, which are offset by 180°. A slider which is connected to the selector fork is moved via the shift slot. If the slider moves up or down on the cam then the selector fork is moved accordingly in an axial direction, and as a result either a gear is engaged or the synchronizer assembly is moved to the neutral position.

Scheme 13

Scheme 14

Scheme 15

The clutch system consists of

1. the clutch unit
2. the engaging unit
3. the two electromechanical lever actuators, each of which is actuated by a brushless DC clutch actuator motor.

The clutch unit is connected to the two input shafts of the transmission and attached to the drive plate with nuts. The nuts need to be removed from the drive plate if the transmission is removed.

Scheme 16

The torque is transmitted in each case via a clutch disc, with a parallel layout for the two sub-transmissions. For safety reasons the double clutch is designed to be open in the rest state. This type of clutch is referred to as a so-called "active clutch". On an active clutch, the contact pressure is zero if no force or only a small force is applied at the lever springs.

The clutches are equipped with an internal travel-controlled wear adjustment system in order to keep the necessary actuator travel paths and therefore the required packaging space within tight limits.

In order to dampen the torsional vibrations, torsional vibration dampers are integrated in the clutch discs.

The driving disc of the double clutch is mounted on the input shaft (hollow shaft) of the transmission.

Scheme 17

The two lever springs open the clutches in the rest state. They are closed through actuation of the relevant engaging bearing, which acts on the corresponding lever spring. By pressing the lever springs, the relevant pressure plate is pressed against the clutch disc and the driving disc.

Scheme 18

The two engaging bearings are accommodated by the guide sleeve in such a way that they can be moved independently of each other. The sliding sleeves are slotted for this purpose and engage in segments in each other. The compensating element is used to compensate for any offset to the actuating levers of the electromechanical lever actuators.

The two engaging bearings are each equipped with a hardened engaging disc. This lies loose on the engaging bearing and transmits the axial forces.

Scheme 19

The force required to close the clutches is largely generated by a compression spring via the mechanical system of the lever actuator. This force acts on the outer end of the engaging lever. This has the form of a rocker. The rollers form the central point of contact of the engagement lever.

The brushless DC clutch actuator motors are bolted directly onto the transmission clutch housing. The DC clutch actuator motor drives the threaded bar of the ball screw via gear teeth. Through rotation of the threaded rod, the recirculating ball nuts and thus the rollers are moved in an axial direction. Due to the axial movement of the rollers, the central support point of the engaging lever is displaced, as a result of which the leverage is altered.

Scheme 20

When the DC clutch actuator motor is de-energized the clutch is open. In order to close the clutch, the DC clutch actuator motor is actuated by the TCM. As a result of the rotation of the ball screw, the roller is moved downwards via the recirculating ball nut. Due to this axial movement of the rollers, the central support point of the engaging lever is displaced, as a result of which the leverage is altered. The change in leverage in turn causes the force which acts via the engaging lever and the engaging bearing on the lever spring of the clutch to be increased. As a result, the engaging lever and the engaging bearing are lifted up. The engaging bearing presses against the lever spring and the clutch is pressed into the closed position.

In order to hold the clutch in the closed position, a holding current is applied to the DC clutch actuator motor.

As soon as the holding current is switched off by the TCM, the lever springs will slacken and the clutch will open. Through the release of the lever springs, the engaging bearing and the engaging lever are rotated back. When the engaging lever is rotated back, the shape of the engaging lever ensures that the rollers return to their starting position.

Scheme 21

The control unit and the two brushless DC shift motors for changing gears are integrated in the TCM. The primary function of the TCM is to collect the incoming signals from the sensors, evaluate these signals and control the actuators accordingly. In service, the TCM can only be replaced as a complete unit .

See also:
• JACKING AND LIFTING - OVERVIEW