CLUTCH

Function

i. Main function is to interrupt the transmission of crankshaft torque to the

gear box when a different gear train is to be engaged to suit different driving
and load conditions.
ii. To absorb shock of engaging two shafts running at different speeds.

iii. To absorb small torque irregularities.

Types

Most widely used forms of clutch are the friction type. This may be:

1. The cone clutch- Mostly used in synchromesh units of gearbox, overdrives

and some epicyclic gearboxes.

2. The single-plate clutch (multi spring or diaphragm spring)- Used in most cars

and small commercial vehicles.

3. Multi-plate clutches- Used in motor cycles, racing cars, tractors, special

types of heavy vehicles and civil engineering vehicles.

Single and multi-plate frictional clutches are usually of dry type and some may be

wet type. In wet type phosphor-bronze plats are fitted between steel plates and

all immersed in oil.

Other forms of clutch are:

 Centrifugal clutches
 Magnetic clutches
 Fluid flywheel
 Hydraulic converter

Single-plate multi-spring clutch

Construction
The clutch consists of:

 Centre plate- It’s clamped between two plates, which are driven by the

engine crankshaft and in turn drives this plate (centre plate) which is

mounted on the splined input shaft of the gear box.

 Fly wheel- Its rear face is used as one of the driving plate and the pressure

plate the second plate.

 Pressure plate- it’s used as the second driving plate. It’s mounted inside the

clutch body which is bolted to the flywheel.

 Three levers (fingers)- They are carried on pivots suspended from the case

body and are arranged to enable the press the pressure plate away from

the flywheel by an inward movement.

 Carbon or thrust release bearing- it’s mounted upon a forked shaft and is

moved forward by the by the depression of the clutch pedal. The connection

between the pedal and shaft may be made by means of rods, cables, chain, or

by a hydraulic system.

 The hub of the centre plate is free to move along the splines of the gearbox

input shaft and carries a disc to which are riveted friction lining of asbestos

material.

 The disc is connected to the hub through a set of strong and radially

arranged springs. The linings are made to flex or separate slightly when not

under load. This is achieved by offsetting or crimping of the segmented

outer edge of the disc. This done to reduce the tendency of the lining to

stick when the driving plate is released. It also helps in the smooth take of

torque at the beginning of the re-engagement action.

Operation

Release:
 When the clutch pedal is depressed, its linkages force the thrust release

bearing to move towards the flywheel pressing the longer ends of the fingers

inwards.

 The fingers are forced to turn on their suspended pivots hence forcing the

pressure plate away from the flywheel.

 This action removes the pressure from the centre plate hence reducing

friction between then driving and driven plates releasing the gearbox input

shaft from the crankshaft torque.

Engagement:
 When a fresh gear train has been engaged, the clutch pedal is steadily

released. The springs extend forcing the pressure plate back towards the

flywheel.

 The centre plate is now gripped between the driving plates and as friction

increases, it’s forced to rotate at a speed different from the hub and the

input shaft of the gearbox.

 The centre plate radially arranged springs are therefore compressed and so

cushion the shock of the initial torque take-up. As the crankshaft and input

shaft speeds matches the springs extend and the engine torque is

transmitted through them to the gear box.

 Small torque irregularities are also absorbed by these springs being

compressed slightly and released during normal running.

NB: There should be about 19mm of free pedal movement. This allows the
release bearing to move about 1.5mm away from the fingers hence preventing
clutch slip being caused externally.
Single-plate diaphragm-spring clutch
Construction
The clutch consists of the following:

 Steel diaphragm spring- It’s used to force the pressure plate towards the

flywheel. It’s a saucer-shaped disc of hardened and tempered steel which has

radially arranged slots cut from a hollow centre towards the outer edge.
 Shouldered rivets- They pass trough elongated holes at the outer ends of the

slots and holds the diaphragm to the clutch cover. They also hold in position a

fulcrum ring which the diaphragm pivots.

 Fulcrum ring- They are two and circular in cross-section. Each ring is fitted at

each side of the diaphragm. The outer end of the diaphragm is located on the

pressure plate by a series of bolts clips.

 This clutch assembly is mounted on the flywheel which serves the same

purpose as in multi-spring single plate clutch.

 Operation
 When the clutch assembly is bolted to the flywheel, the diaphragm is

flattened and exerts a powerful thrust on the pressure plate trapping the

centre plate firmly between it and the flywheel

 When the clutch is disengaged the centre of the diaphragm is forced inwards

and it pivots between the fulcrum rings and the outer end of it (acting

through the clips) withdraws the pressure plate hence releasing the centre

plate.

Advantages

 Fewer components.

 More compact- can allow a larger diameter of centre plate for the same

overall cover diameter

 less effort required for releasing and holding disengagement

 Simpler mechanism for withdrawal of pressure plate

automatic compensation for lining wear.

 spring thrust remain constant at all speeds

Clutch release system

The external linkage between the pedal and clutch may either be mechanical or

hydraulic connected.

Mechanical release system

 In the mechanical release system the pedal is pivoted on a short shaft

secured to the chassis.

 A lever-operated cross-shaft is fitted through the clutch bell housing at 90 0

to the gearbox input shaft and below it and the shaft and the shaft carries a

forked connected to a carbon or ball release thrust bearing.

 The connection between the lever on the end of the cross shaft may be made

by the use of rods, chains or Bowden cable. A pedal return spring is fitted at

some suitable point.

 As the friction lining wear, the pressure plate moves closer to the flywheel.

The release fingers follow this movement and as they pivot their release pad

end move out towards the gearbox.

 This reduces the clearance of the release bearing and cause the clutch to slip.

 The clearance and the free-play of the pedal are restored by adjusting the

length of the linkage between the pedal and the cross-shaft lever.

 An adjusting nut and a lock nut are usually fitted and it is a trial-and-error

process.
 Hydraulic release

 The hydraulic system consists of a master cylinder, a relay or slave cylinder

and a strong connecting pipe.

 The system must be full of fluid and free of air at all times. The force

exerted at the pedal is converted by the master cylinder into pressure on the

fluid.

 In the slave cylinder the pressure is at once converted back into force which

moves the cross shaft to disengage the clutch.

 When the clutch is released the thrust spring act to return the slave piston,

which in turn forces the fluid back to the master cylinder.

 A standing fluid pressure is not maintained and there is no check valve in the

master cylinder.

 When both the brakes and the clutch are operated hydraulically the pedal are

usually of the suspended type.

 The slave cylinder is clamped or bolted to the bell housing with its push rod

connected to the cross-shaft lever.

 In modern vehicles the cross-shaft is replaced by a Y-shaped steel pressing

carried on a ball pivoted inside the bell housing.

NB: The feel of the pedal in the systems gives no release indication of the

existence or otherwise of a clearance at the release bearing.

 In the lockhead system, the push rod of the master cylinder must be adjusted

to provide 4mm clearance between the end of the rod and the piston. This

ensures an adequate clearance for the release bearing.

 Where lining wear is automatically compensated eg diaphragm units, no other

adjustments is provided.

 Where older clutch is used, lining wear results in loss of the release bearing

clearance and an adjustment is provided on the slave push rod. This must be

set to give a clearance of 1.5mm between the push rod end and the Y-shaped

steel pressing.
Clutch master cylinder.

Clutch slave cylinder.

 Clutch Centre plate:
The clutches unit must have the following features:

1) A smooth and gradual ‘take-up’ of the crankshaft torque- no slip, snatch

or judder.

2) A clean cut interruption or break in the transmission of torque- no drag

or spin.

3) Have the ability to absorb small torque irregularities which would

otherwise result in transmission noise and extra stress and wear.

4) Have the ability to dissipate heat.

Construction

 The clutch plate consists of a light-weight, hardened and tempered, flexible

steel disc. It has a relatively heavy steel hub at the centre.

 The hub is splined and carried upon the splined gearbox input or spigot

shaft.

 An annulus shaped friction lining of asbestos based material is riveted to

each side of the disc.

 The centre plate may be rigid or flexible. Some linings are now chemically

bonded to the disc.

Rigid type

 There is no relative movement between the lining, the disc and the hub.

 The disc is annulus –shaped and is riveted to the hub.

 The linings are riveted to the dished steel segments which are themselves

riveted around the circumference of the disc.

 In another form the disc itself is slotted radially and the resulting segments

are ‘set’ alternately- rather like the teeth of a saw.

 The alternating setting of the segments is called crimping. The lining at each

side are riveted to alternate segments. This combination arrangement

results in the lining moving apart when the clutch is disengaged. Ie they can

flex on the flywheel.

 The effects of crimping are:

1) Make the centre plate move away from the flywheel when the clutch

is disengaged- reducing drag

2) Provide a more gradual and smooth engagement- the lining being

forced together over a greater distance of pedal travel- no snatch or

judder

3) Allow air to pass between the linings to carry away heat while the

clutch is disengaged- coefficient of friction is maintained.

 4) Rigid types are normally found in multi-plate the lining ate clutches,

in heavy commercial vehicles, racing and trial cars.

Flexible types:

 A certain amount of radical movement is allowed between the linings and the

disc and the hub.

 The disc and lining carrying segments are similar to those of the rigid type.

The only connection between the disc and its hub is made through a set of

radially disposed springs.

 The springs are fitted into slots formed in the hub and in the disc and its

support and the ends of the spring press very hard against the ends of the

slots.
 The disc and hub are riveted together but the rivet holes through the hub

are elongated to permit the radial movement. The extent of the movement is

controlled by the springs.

 They are compressed as the drive is first taken (as the disc and lining

rotates while the hub is held back) hence extend to normal length as hub

follows the disc.

 The spring action adsorb or cushion the inevitable shock of connecting

shafts which are running at different speeds and small torque irregularities

during normal running.

Lining material:

 The material commonly used has an asbestos base. This is a fibrous mineral

which can be woven or powdered (mounded).

 After being mixed with resins and other binding materials, and possibly being

reinforced by zinc or brass wire. It’s compressed into moulds of the required

shape and is then baked.

 Lining material finished product has a coefficient of friction, when used dry

with steel of about 0.3 and does not reduce very much as temperature is

increased in operation. It’s a fairly hard-wearing material which can resist

high temperatures and pressures to some extent it is oil resistant.

Moulded lining:

It’s made of short asbestos fibres and a binder. The facings are moulded to

size under pressure and cured at high temperature. The surfaces are ground

flat and parallel. Some moulded linings have brass chip in the mixture to add

to lining life.
 Woven lining:

It’s made from sheets of long fibre asbestos and copper wire encased in a

binder. The linings are wounded into flat ring and moulded to size under high

pressure and cured at high temperatures.

Release bearing

Purpose: To transmit the force applied by the driver from the clutch fork, which is

pivoted to the bell housing to the rotating diaphragm spring.

 The bearing race is sealed with metal end cover to retain the lubricant. At

times the ball release bearing is connected to the clutch fork by a flexible

plastic compound which allows the bearing to align itself with the centre of

the clutch and give smooth clutch operation.

 When the clutch is engaged a small clearance should exist between the

release bearing and the diaphragm. This clearance is normally measured at

pedal pad and called free-pedal movement.

 The purpose for free- pedal movement is:

i. It keeps the release bearing clear of the rotating spring

ii. Ensures that the full spring thrust act on the pressure

plate

 As the clutch facing wears, the clearance decreases so unless periodic

adjustment is made, the clearance will disappear and the clutch will start to

slip.

Bleeding:
This operation should only be necessary when the system has been opened or

damaged.

Procedure:

1. Fill the reservoir and keep checking the level and topping up at

intervals.

2. Attach the bleed pipe to the bleed screw on the slave cylinder and

submerge the free end under the surface of a small quantity of fluid in

a glass jar.

3. Slacken off the bleed screw and press the pedal down slowly. Tighten

the bleed screw before the pedal reaches the end of its travel.

4. Allow the pedal to return unaided

5. Repeat the sequence until no bubbles of air can be seen emerging from

the tube.

6. Tighten the bleed screw and remove the pipe.

Common clutch faults and causes

Fault
Slip: -Clutch does not
transmit the available engine
torque
Drag or spin:-Centre plate is
not fully free of torque
Causes
-Inadequate free play at pedal
-Pedal not returning fully
-Oil or grease on lining
-Excessive worn lining
-Weak thrust spring
-Scored faces of flywheel and pressure plate.
-Excessive free play at pedal
-Baked, sticky oil or grease on lining
-Crimping of centre plate damage
-Centre plate not parallel to flywheel

Judder & Snatch:
-fierce take up of drive
Rattle
-Spigot bearing or bush binding on shaft
-Thrust bearing excessively worn
-Rust or dirty splines on hub and shaft
-Slack engine-to-chassis tie bar
-Engine rubber mountings loose or perished
-Excessively worn or loose lining
-Crimping of centre plate damaged
-Distorted centre or pressure plate
-Release mechanism sticking
-Bent spigot shaft
-Pedal return spring missing or broken
-Excessive worn release mechanism
-Release bearing loose in holder
-Finger spring weak or broken
-Gearbox shaft and bearing excessively worn

Knock -Excessively worn spigot bearing

-Excessively worn centre plate hub splines

Whine or Whistle -Excessively worn release ball bearing

-Dry release ball bearing

Pedal throw -Finger broken

-Fingers unevenly adjusted
MULTI-PLATE CLUTCH

The clutch may be wet or dry type. It can operate efficiently with

individually weak springs due to the increased number of friction face in

contact.

They are easier and smoother to operate than equivalent single plate type.

The clutch may be used:-

1) Where space is very limited eg. In the automatic transmission and

motor cycles- the clutch of a smaller diameter transmits

 approximately the same torque as a single plate of more than twice

its diameter.

2) Where large torque are required eg. In heavy commercial vehicles,

racing cars, military and agricultural vehicles.

a) Wet type clutch.

Construction
 It’s consists of annulus shaped plates. The driving and driven plates are
arranged alternately.
 The driving plates are driven through their external lugs which project

through slots in the cover bolted to the flywheel or driving member.

 The driven plates drive the input shaft of the gear box through their

internal lugs which fit into splines.

 One set of plates may be of steel and the other of phosphor bronze or

sintered bronze which is porous hence retain oil. As the plates operate in

oil, their life is longer and a smooth take-up is obtained.

 The plates are all forced towards the driving member by radially arranged

springs and a simple release mechanism is provided.

b) Dry type clutch

 It’s commonly used in heavy commercial vehicles. The clutch has two plates
and the flywheel is deeply recessed.
 Another two separate, rigid type centre plates are carried by the input

shaft of the gearbox.

 The intermediate and the pressure plates are peg driven by the flywheel.

About twenty thrust springs are used and the release fingers are mounted

on needle roller bearings.

 A clutch brake is incorporated with a heavy duty ball bearing release

mechanism.

CENTRIFUGAL CLUTCH
a) Semi centrifugal clutch
 This type of clutch is an improvement from the normal single plate clutch.
The clutch is pedal operated.
  The construction Is similar to that of single plate type but the important

difference lies in the design and action of the levers or fingers.

 The clutch has three fingers and each is suspended and pivoted on boss

bolted to the clutch cover. The pivots consist of two rollers inside a

hardened bush.

 The outwards of these pivots the fingers are connected to lugs on the

pressure plate; needle roller bearings are used. The outer ends of the

fingers are formed into small weights which project through the cover.

Operation
 When the clutch is rotating, centrifugal force acting through the fingers

weights causes to turn about the boss pivot. This forces the pressure plate

towards the flywheel thus assisting the action of the thrust springs.

 When the clutch is depressed, the fingers again turn about the boss pivot

and draw the pressure plate away from the centre plate and flywheel.

 The assistance obtained from the centrifugal force reduces slip at high

speeds. The force also allows possible use of lighter thrust spring, hence

makes the clutch easier to operate.

b) Fully centrifugal clutch:

 The clutch engages and releases automatically according to the speed of the

engine. Mostly it’s regarded as a single plate clutch. The clutch assembly is

held away from the flywheel by a second set of radially disposed outer

springs.

 The assembly has three weighted levers which turn on the cover mounted

pivots to force the assembly towards the flywheel under centrifugal force.

The clutch is fitted with flexible-type centre plates

Operation:
Idling speeds

 The centrifugal forces acting upon the levers weight are insufficient to

overcome the force due to the outer set of springs hence the pressure plate

does not contact the flywheel and no crankshaft torque is transmitted.

Speed increase:
 The centrifugal forces increases and this action force the pressure plate

assembly to move inwards.

 This movement compresses the outer springs forcing the pressure plate to

move inwards compressing the clutch plate against the flywheel and torque is

transmitted.

 The higher speed of the engine the greater the torque transmitted. The

movement of the levers is limited by stops to avoid excessive slip at low

speeds and excessive pressure on the linings at very high speeds.

 The engagement of this type is particularly smooth and the linings have a

longer service life than similar but manually operated type.