Getting Power to the Pavement 73

manual transmission, or stick, relies on the driver to physically change gear ratios to suit
driving conditions. To make this possible, we have to enable a manual decoupling of the
engine and transmission. This not only is needed to allow the car to stop without turning
off the engine but to smoothly decouple and then recouple the engine and the driveline to
allow gear changes. The principle way this is accomplished in a manual car is a mechani-
cal friction coupling or clutch. A key challenge is to avoid a strong jerk, or shift shock, both
for initial acceleration and during gear changes, which usually requires an ability to slip
the friction coupling for gradual engagement.
A friction coupler is a pretty simple device. In its most basic form, imagine two rotating
disks placed with their planar surfaces near each other. If the two are pressed together,
then the friction contact means the rotation of one will cause the rotation of the other. If
we release the pressure, the two can rotate independently. An automotive friction clutch
is not that much more complicated. It’s composed of three primary components: a fly-
wheel, a pressure plate, and a disk. A cover is bolted to the engine flywheel on one side
and connected to the pressure plate on the other. The disk, also called a clutch plate, is
placed between the pressure plate and the flywheel (Image 3.8). It has friction surfaces
on both sides, and is splined so it rotates with the transmission input shaft. We can use a
collection of coil springs or a diaphragm spring to squeeze the sandwich together. When
we do, the friction between the flywheel, disk, and pressure plate causes them to all rotate
together. When we release the pressure, the disk can rotate independently of the cover
and pressure plate, decoupling the engine and transmission. When pressure is reapplied,
friction serves to lock all the parts back together and the two shafts rotate at the same
speed. Importantly, if the force is applied gradually, allowing an initial slip, the torque
from the driving shaft will increase proportionally providing a smooth application of
torque to the drivetrain.

IMAGE 3.8
The clutch assembly.
The basic components of a clutch assembly are fairly straightforward. This SACHS performance clutch includes
a flywheel, a clutch plate or disk, and a pressure plate with a diaphragm spring. A clutch release bearing rides
on the diaphragm spring to engage or disengage the grip on the disk, and is actuated by a release mechanism.
Image: ZF Friedrichshafen AG