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Dr Yehia Eldrainy

Power train
Rear-Wheel Drive Train

Power train
Front-Wheel Drive Train

Purpose of the Clutch

The clutch assembly is located between the engine


and the transmission/transaxle. The purpose and
function of a clutch include the following:
To disconnect the engine from the transmission/transaxle to
permit the engine to remain running when the vehicle is
stopped and to permit the transmission/transaxle to be shifted
Connect and transmit engine torque to the transmission/
transaxle
To dampen and absorb engine impulses and drivetrain vibration
To provide a smooth engagement and disengagement between
the engine and the transmission/transaxle

Clutch Main Components


A clutch assembly consists of a clutch disc that is splined to the input
shaft of the transmission/transaxle. When the driver depresses the
clutch pedal, a throwout bearing (release bearing) is forced against
the fingers of the pressure plate, which is bolted to and rotates with
the flywheel.
When force is exerted on the center of the pressure plate, the pressure
is released from the clutch disc that has been forced against the
engine flywheel. With the pressure removed from the clutch disc, the
engine can be operated without transferring torque to the transmission/
transaxle.

Clutch Main Components


Pilot bushing or bearing in center of flywheel or
crankshaft, supports the end of input shaft
(friction disk) splined to transmission
Input shaft
(throw-out bearing (T/O
bearing) allows to push on
rotating clutch fingers

Bolted to Crank
Bolted to flywheel - Applies
the spring force to clamp the
friction disk to the flywheel

(clutch fork) pushes T/O bearing to


release rotating clutch

Clutch Main Components

Clutch operation
When the clutch is in the released position
(clutch pedal depressed), the clutch fork is
applying a force to the throwout (release)
bearing, which pushes on the diaphragm
spring, releasing the pressure on the friction
disc.

When the clutch is in the engaged position


(clutch pedal up), the diaphragm spring
exerts force on the clutch disc, holding it
between the flywheel and the pressure plate.

Basic parts

Flywheel

Clutch disc

Bolted to crankshaft
Provides surface for clutch disc to work on
Splined to transmission input shaft
Fits between flywheel and pressure plate

Pressure plate

Bolted to flywheel
Applies squeezing pressure to disc
Acted on by throw out bearing

Flywheel

Acts as engine balancer


Works with crank balancer to smooth
out firing pulses
Add weight (inertia) to crank for nonpower strokes
Some will be balanced to engine
Works as heat sink for clutch
Ring gear for starter engagement for
engine cranking (usually replaceable)
Some vehicles have dual mass flywheel

Dual-Mass Flywheels

High-performance vehicles and vehicles equipped with diesel


engines, use a dual-mass flywheel, to dampen engine vibrations and
keep them from being transmitted to the passenger compartment
through the transmission and shift linkage.

A dual-mass flywheel consists of two separate flywheels attached


with damper springs, friction material, and ball bearings to allow
some movement between the primary and secondary flywheel.

By allowing a very slight amount of movement between the two


flywheels, the damper absorbs engine torque peaks and normal
vibration to provide smoother drivetrain operation.

The damper assembly is completely sealed, because it also contains


a fluid or lubricant, typically silicone-based, which also helps absorb
vibration and transmit torque.

Dual-Mass Flywheels

Dual-Mass Flywheels

Clutch disc

Friction material disc splined to input shaft


Friction material may contain ASBESTOS
Friction material can be bonded or riveted
Friction is attached to wave springs
Most have torsional
dampener springs
Normal wearing
component
Normally a worn
out disc will cause
slipping

Clutch disc

Around the centre hub of the clutch disc are torsional


dampers that absorb the initial shock of engagement and
help dampen engine-firing in pulses being transmitted
into and through the transmission/transaxle.
The torsional dampers are either coil springs or made of
rubber.
In the space between the friction surfaces is a wavy
spring steel material called a cushioning spring or marcel
spring.
The marcel spring also helps to absorb the initial shock of
engagement and allows for a smooth engagement of the
clutch.

Clutch disc
Splines to input shaft
of transmission

Must be put in only


one way
Usually marked
Clutch wont
release if wrong

Clutch disc

Torsional springs
Can be rubber or spring
Dampen power impulses from crankshaft

Vibration characteristics
with a clutch disk with
torsion springs

Has pins to limit amount of


twist. Springs try to keep it
centered between pins.

Clutch disc

Cushion springs
Waved metal between clutch half's
Dampen clutch engagement

Clutch disc

Friction material is either woven or molded from a mixture of other


materials. Woven materials are softer and help cushion clutch
engagement, but they may not last as long as molded materials.
Friction materials operate in high heat and pressure. For many years,
asbestos was the most common material used in both clutch and
brake linings. Today, clutch friction material may contain paper,
cotton, and bits of copper or brass wire with resin holding the mixture
together.
High-Performance Clutch Disc Another type of friction material is a
ceramic and metallic mixture. This creates a hard, long-lasting lining,
but is more expensive and does not cushion clutch engagement as
much as a softer lining.
Instead of a full circle of softer friction material, the disc may have
only a few segments or buttons of this ceramic-metallic material.
Clutches that use these discs, which are sometimes called button
clutches, are found in racing applications where strength and
durability are a greater concern than smooth engagement.

Pressure plate

Provides clamping pressure to disc

Bolted to flywheel
The purpose of the pressure plate is to exert a force on the clutch
disc so that engine torque can be transmitted from the engine to the
transmission/transaxle.
A strong spring(s) is required to provide adequate clamping force on
the clutch disc. However, a strong pressure plate spring force must
be released by the force of the drivers foot to disengage the clutch.

Works like spring loaded clamp

Can use diaphragm spring acted on by throw out bearing


Can use coil springs and levers acted on by throw out bearing

The pressure plate, like the flywheel, is usually made of nodular cast
iron. A smooth, machined area on one side forms the friction disc
contact surface.
When the clutch engages, spring force pushes the pressure plate
toward the flywheel so the friction disc is clamped between the
flywheel and the pressure plate. Engine torque flows through the
clutch to the transmission input shaft.

Pressure plate
Coil spring clutch

9 spring
12 spring

3 fingers for T/O bearing to push on


This style of pressure plate uses coil springs
and three release arms. A coil-spring-style
pressure plate is also called a lever style
because it uses levers to compress the
springs

Pressure plate
Diaphragm-Spring Clutches
This style is the most commonly used pressure plate design. One large,
round, spring-steel spring is used to apply even force on the clutch disc.
These tend to be smaller assemblies, weigh less, and have fewer parts
than coil spring assemblies.
The one-piece diaphragm spring does the
job of all the release levers and coil springs
in a coil spring clutch.

Release/ throw out bearing

Acted on by clutch fork - acting on pressure plate


Moves toward flywheel when pedal pushed
Slides on front portion of transmission called bearing retainer
Normally not in contact with pressure plate until pedal pushed
Slides on transmission input shaft bearing retainer

Release/ throw out bearing

When the clutch pedal is up, the clutch is engaged.


When the clutch pedal is down, the clutch is disengaged

Free play

Most adjustment procedures specify a


clutch pedal freeplay of 0.5 to 1.0 inch.
Freeplay is the distance the clutch pedal
can be depressed without encountering
any noticeable resistance (Clearance

between T/O bearing and clutch


fingers).

This slight amount of freeplay assures


that the clutch is fully engaged and not
partially engaged as could occur if there
is no freeplay in the pedal linkage.
Some manufactures use T/O bearings
that always ride on the clutch fingers

Usually self adjusting

Pilot bearing / bushing

Used on some cars


Supports front of transmission input shaft
Can be needle bearing or bronze bushing
May be part of clutch kit

Depending on the length of the input shaft, it may also need a


pilot bearing or bushing to support it at the engine end.

A front-wheel-drive vehicle with compact clutch assembly, and


a transaxle has a short input shaft that may not reach all the
way to the flywheel. This design does not need a pilot bushing
or bearing to support the engine end of the input shaft.

Pilot bearing / bushing

Clutch linkage

Can be operated by cable, rods or hydraulic


May be automatic or manually adjusted

Hydraulic has a master and slave cylinder

Will use brake fluid for hydraulic action


Will need bleeding with repairs

Clutch linkage

Clutch Linkage

Levers and rods : Through a series of levers and rods,


the release fork is forced against the throw-out bearing.
This method was commonly used on many older
vehicles.
Can be very complicated
Have the right amount of
movement and direction
Motor mounts problem
Spring to pull T/O bearing
away
Has to be lubricated

Cable clutch

A cable is used similar to a brake cable used on a bicycle.


No complicated linkage
Flexibility
No motor mount problems

A typical cable-operated clutch

Hydraulic clutch

A hydraulic clutch linkage uses a master cylinder and


a slave cylinder
Uses brake fluid and must be bled
No complicated linkage
Can easily control mechanical advantage with piston
sizes.
Self lubricating
No motor mount problems

Hydraulic clutch

Service just like you would hydraulic


brakes

Hydraulic clutch

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