# Synthesis of the Energy-Saving Dry Dual Clutch Control Mechanism
## 3 Results
For the 2 nd clutch, the force in the pressure spring is decreased (\(\Delta_{2}<0\)). This fact increases the value of \(Q_{1}\) and decreases the value of \(Q_{2}\). Figure 8 shows the impact of specified horizontal carriage displacement (considered by the angle \(\alpha_{k}\)) with a vertical displacement of the carriage by \(\Delta_{k}=\mp 15\) mm for the considered case study. Figure 7: Design schemes of the improved DCT: (**a**)—1 st clutch; (**b**)—2 nd clutch. coefficients (since \(Q_{1}=Q_{2}\)) in the case of choosing similar vertical displacements of the carriage (\(\Delta_{K1}=\Delta_{K2}\)) when the clutches are switched on. Particularly, ensuring equal forces on the pressure plate (\(Q_{1}=Q_{2}=15\) kN) under the switched-on clutches 1 and 2 can be realized using the vertical movement of the carriage by \(\Delta_{K1}=\Delta_{K2}=20\) mm (points \(A_{1}\), \(A_{2}\)) or through vertical displacement by \(\Delta_{K1}=\Delta_{K2}=25\) mm (points \(B_{1}\), \(B_{2}\)). The levers' positions (angles \(\alpha_{1}\) and \(\alpha_{2}\)) are different in this case. This complicates surface treatment technology for the platter on which the carriage moves and the corresponding control system. However, as the results show, this shortcoming can be overcome. Particularly, for the chosen vertical movement \(\Delta_{K}\) of the carriage, the lever position (points \(C_{i}\), \(I=1\), \(2\),..., \(6\)) can be determined to satisfy the following equalities: \(Q_{1}(C_{i})=Q_{2}(C_{i})\), \(\alpha_{1}(C_{i})=\alpha_{2}(C_{i})=\alpha(C_{i})\). This case corresponds to equal ratios for the 1 st and 2 nd friction clutches. It also facilitates the platter surface design on which the carriage moves. Figure 10 shows the results for the dependencies between the forces difference \(Q_{21}=Q_{2}-Q_{1}\) (on the pressure plate) and the corner \(\alpha=\alpha_{1}=\alpha_{2}\) for some values of vertical movements \(\Delta_{K}=\Delta_{K1}=\Delta_{K2}\) of the carriage. When synthesizing the clutch control mechanism, based on the conditions \(\Delta_{K}=\Delta_{K1}=\Delta_{K2}\) for providing the equal position of the rotary lever (\(\alpha_{1}=\alpha_{2}=\alpha_{c}\)), the primary attention should be focused on the results presented in Figure 11.  
Based on the required loading \(Q_{P}\) for the clutch friction pair compression, values for the carriage movement \(\Delta_{K}\) and the inclination angle \(\alpha_{c}\) should be chosen properly. Such a rational choice allows for designing the clutch disc's surface profile, providing equal ratios for the 1 st and 2 nd clutches. The following case study illustrates this. Let the required force \(Q_{P}=11\) kN be given, which corresponds to point \(A\) (Figure 11). Furthermore, point \(B\) (on the curve \(Q\)) should be found, which corresponds to the vertical movement \(\Delta_{K1}=\Delta_{K2}=\Delta K=20\) mm of the carriage (point \(D\)). This point \(D\) allows determining point \(C\) (on the curve \(\alpha_{C}\)) and the angle \(\alpha_{c}=16^{Suppose that according to the conditions of the task, it is required to change the force \(Q_{P}\). In that case, new values of \(\Delta_{K}\) and \(\alpha_{c}\) can be similarly determined, or the calculated values \(\Delta_{K}\) = 20 mm and \(\alpha_{c}\) = 16\({}^{\circ}\) can be left (which correspond to the force \(Q^{\bullet}\) = 11 kN), but the stiffness \(c_{np}\) of the pressure spring should be changed \(\chi\) = \(Q^{\bullet}\)/\(Q_{P}\) times. Remarkably, when choosing the vertical displacement \(\Delta_{K}\) of the carriage, the following limits should be considered: \(\Delta_{K2}\) < \(\Delta_{K2 max}\), where \(\Delta_{K2 max}\) = \(\Delta_{c}\) + \(y_{K2 max}\) (Figure 12). The above recommendations are mainly related to ensuring the equal vertical movement of the carriage (\(\Delta_{K}\) = \(\Delta_{K1}\) = \(\Delta_{K2}\)) when switching on the clutch. However, there may be other criteria for synthesizing the clutch control mechanism.