Chapter 1 Structure and Operation Principle of Clutch

System
Section I Brief Introduction of Clutch System Function
Ⅰ. Mainly Composing of Clutch System
Clutch system is composed mainly by Clutch cover assembly (figure 1-1), driven disc assembly
(figure 1-2), master pump and booster cylinder (figure 1-3,1-4).

Fig.1-1 Clutch Cover Assembly Fig.1-2 Driven Disc Assembly

Fig. 1-3 Master Pump Fig.1-4 Booster Cylinder.

Ⅱ. Main Function of Clutch System
1. When vehicle startup, it smoothly connects engine and transmission system and ensure
the vehicle steadily startup.
2. When gear shifting, it separates engine from transmission, and reduces the impact
among shift gears of transmission.
3. It limits the largest torque supported by driven system, and prevents each parts of driven
system to be damaged due to over-load.
4. Effectively reduce the vibration and noise of driven system.
Ⅲ. Basic Requirements of Clutch System
1. Under any driving conditions, it can transfer the largest torque of engine.
2. Smooth and soft connection ensures vehicle startup without tremble and impact.
3. Rapidly and completely separate.
4. Small rotating amount of driven parts; reduce the impact among transmission gears
when gear shifting.
5. Have great decalescence and airing and heat dissemination; ensure the use life of clutch.
6. Have abilities of vibration absorbing, impact softening to avoid driven system causing
torsion resonance.

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 7. Light and precise operation.
8. Pressure acted on the driven disc and friction factor of friction material shall try to be
smaller during applying period; ensure it has steadily working feature.
9. Have enough strength and better moving balance.
10. Have features of brief and compact structure, better manufacturing techniques and easy
maintenance and service and others.

Section II Structure and Operation Principle of Clutch Operation

System
Ⅰ. Operation System of Clutch
1. Introduce of Operation System of Clutch.

Operation system of pull-typed clutch is the clutch separates the force from the engine direction.
Compared with the traditional push-typed clutch, pull-typed operation need not adjust clearance of
separating bearing during application. It not only reduces the working amount of vehicle
maintenance, but also totally avoids clutch damaging due to forget adjusting the clearance of
bearing.

Operation of clutch and brake share the same bracket, which adopts aluminum alloy and has
features of lighter and better rigidity. Clutch pedal adopts pendant type pedal which is more
suitable for human-machine engineering due to larger foot space and increases the comfortable
operation; adopting module structure has great feature of seal with cab (see Fig. 1-5). Clutch
driven cylinder, oil reservoir tank of clutch, pedal assembly of clutch and others are all deployed
in the front of cab; driven cylinder connects with auxiliary cylinder of clutch on the chassis by soft
pipe; oil reservoir tank directly connects with driven cylinder of clutch (see Fig 1-6).

Fig. 1-5 Structure of Pedal Part. Fig. 1-6. Structure of Driven Cylinder Part.

2. Operation Principle of Clutch Operation System.

Clutch operation system adopts hydraulic operation and air force aiding structure.

When press down clutch pedal, push rod of driven cylinder will push piston to forward move, then
push brake liquid to enter hydraulic control chamber of clutch aid cylinder along the oil pipe. On
the one hand, brake liquid acts on the piston as working pressure, and on the other hand, it acts as
control pressure of air chamber of aid cylinder. When compressed air enters air chamber of aid
cylinder, it will produce aid air force. They push together piston to make push rod of aid cylinder
moving, and separating swing arm rotating. Then, it separates fork to drive separating bearing
make forwards (pull-style) or backwards (push-style) movements, and then clutch separates.

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3. Structure of clutch booster cylinder
See the figure below for the structural schematic diagram of clutch booster cylinder
the arrrow facing upward when mounting the cylinder

initial point

Fig. 1-7 Structural schematic diagram of clutch booster cylinder

a. Piston rod b. Push rod c. Control valve stem d. large return spring e. small return spring f. valve g.
compressed air passage h. exhaust passage j. brake fluid passage A: hydraulic pressure chamber B: air pressure
chamber C: hydraulic control valve 1#: air intake 4#: fluid inlet 31#: exhaust outlet 32#: hydraulic
exhaust outlet (venting screw)
◆ 1# is the compressed air intake, 4# is the fluid inlet connecting to the clutch master cylinder,
31# is the exhaust outlet, and 32# is the air outlet of hydraulic chamber.
◆ Disengagement of clutch: depress the pedal, the brake fluid of master cylinder enters into
chamber A through 4# fluid inlet, and the brake fluid applies to the piston rod (a) to generate
leftward thrust of push rod (b). Meanwhile, brake fluid enters into chamber C through passage (j),
and pushes the control valve stem (c) to move left and open the valve (f), compressed air flows
into chamber (B) through passage (g). Under the action of both air pressure and hydraulic pressure,
the push rod (b) continues to move left and finally disengage the clutch.
◆ Engagement of clutch: release the pedal, the hydraulic pressure at 4# outlet drops to zero. The
clutch pressure plate drives the push rod (b) to remove rightward. Meanwhile, the valve stem (c)
moves to the right under the action of return spring (e) and air pressure, and then closes the valve
(f). Passing through the passage (h) of control valve stem, the valve exhausts the air into the
atmosphere via 31# outlet, and the push rod (b) returns to the initial position.

4. Operation Parameters of Clutch Operation System.

(1) Working medium: compressed air, brake liquid.

(2) Largest working pressure: brake liquid is 4MPa, and compressed air is 0.85MPa.

(3) Working temperature:-40℃～+80℃。

(4) Brake Liquid: meets DOT3, DOT4 or JG3, JG4 standards. (notice: brake liquid has a
certain erosion).

(5) Pedal journey: largest journey is 185mm.

(6) Pedal force: 150 N with air aiding force.

Ⅱ. Operation System of Pull-style Clutch.

Operation system of pull-typed clutch is the clutch separates the force from the engine direction.
Compared with the traditional push-typed clutch, pull-typed operation need not adjust clearance of

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separating bearing during application. It not only reduces the working amount of vehicle
maintenance, but also totally avoids clutch damaging due to forget adjusting the clearance of
bearing. Its structure is shown as figure 1-8.

Fig. 1-8: Assembly Drawing of Pull-typed Clutch Operation System

1. Clutch Pedal Assembly. 2. Back Spring. 3. Push Rod of Clutch Driven Cylinder. 4. Clutch Oil Reservoir Tank.
5. Clutch Driven Cylinder.6. High Pressure Oil Pipe. 7. Clutch Auxiliary Cylinder.

Ⅲ. Operation System of Push-typed Clutch.

Operation system of push-typed clutch is the clutch separates the force to the engine direction, and
matches with￠420 screw spring clutch. Its structure is shown as figure 1-9.

Fig. 1-9: Assembly Drawing of Push-typed Clutch Operation System.

1. Clutch Pedal Assembly. 2. Back Spring. 3. Push Rod of Clutch Driven Cylinder. 4. Clutch Oil Reservoir Tank.
5. Clutch Driven Cylinder.6. High Pressure Oil Pipe. 7. Clutch Auxiliary Cylinder.

Section III Clutch Cover Assembly.

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 Clutch Cover
Ⅰ. Operation Principle of Clutch Flying Wheel
Separating Lever
1. Operation Principle of ￠420 Screw Pressing Plate
Spring Clutch. Driven Disc
Fork

First Shaft of
As figure 1-10 shown, cover assembly of screw Transmission Separating
spring clutch is composed by clutch cover, Gearbox Sleeve
Separating
clutch pressing disc, separating lever, pressing Bearing
spring and others, and connected with the flying
Fork Shaft
wheel of engine by bolt. Driven disc is installed
between pressing plate and flying wheel, and
covered on the first shaft of transmission by
spline.
Pressing Spring

Fig. 1-10

When driver presses the clutch pedal down, pedal force transfers along the direction of operation
system and after being enlarged, it arrives to point C. if this force is larger than the pressing force
of pressing spring, the separating lever will rotate around point B. Then, Pressing disc will be
driven by straight pin and pressing disc to move to right direction, and produce clearance from
surface of friction shim of driven disc. The power input of engine will be cut and realize clutch
separation.

On the contrary, when driver releases clutch pedal, the force on point C will be disappeared. Under
the action of pressing spring, pressing disc presses the driven disc to flying wheel, and then the
power of engine will be input to the transmission to realize the clutch connection.

2. Operation Principle of ￠430 Diaphragm Spring Clutch

As the figure 1-11 shown, cover assembly of diaphragm spring clutch is composed by clutch cover,
clutch pressing disc, diaphragm spring and support ring and others, and connected with flying
wheel of engine by bolt. Driven disc is installed between pressing plate and flying wheel, and
covered on the first shaft of transmission by spline.

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 1.Flying Wheel. 2.Driven Disc. 3.Clutch Cover.
4.Diaphragm Spring. 50Separating Bearing.
6.Pressing Disc. 7.Support Ring.
Fig.1-11: Composing Drawing of Diaphragm Fig.1-12 Separating State Drawing of
Spring Clutch Diaphragm Spring Clutch.

When driver presses the clutch pedal down, pedal force transfers along the direction of operation
system and after being enlarged, it arrives to point C. if this force is larger than the pressing force
of diaphragm spring, the diaphragm spring will be deformed (from section drawing it can be
understood that it rotates around point B). Then, the contact point A of diaphragm spring and
pressing disc will produce clearance. Pressing disc will be driven by driven shim and moved to
right direction, and produce clearance from surface of friction shim of driven disc. The power
input of engine will be cut and realize clutch separation. On the contrary, when driver releases
clutch pedal, the force on point C will be disappeared. Under the action of deforming elasticity of
diaphragm spring, pressing disc presses the driven disc to flying wheel, and then the power of
engine will be input to the transmission to realize the clutch connection.

Section IV Driven Disc Assembly

Ⅰ. Structure of Driven Disc Assembly
Driven disc assembly structure is shown as figure 1-13, 1-14.

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 Fig. 1-13: Front View of Driven Disc Assembly.

Fig. 1-14: Structure Drawing of Driven Disc Assembly

1. Adhesive Parts of Friction Plate. 2. Rivet of Friction Plate. 3. Larger Steel Flake. 4. Driven Disc.
5. Damping Disc. 6. Damping Spring. 7. Inner Spring of Damping. 8. Second Grade Damp Flake.
9. Spring Flake of Second Grade Damp. 10. Parts of Inner Disc Hub. 11. Exterior Disc Hub.
12. Rivet of Wave-shaped Flake.

Ⅱ. Functions of Driven Disc Assembly

1. Smooth and soft connection ensures vehicle startup without tremble and impact.

2. Have abilities of vibration absorbing, impact softening to avoid driven system causing
torsion resonance.

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 Chapter 2 Assembling and Adjusting of Clutch System
Section I Important Control Point of Assembling and Debugging of ￠
420 Screw Spring Clutch
Ⅰ. Examine the Clearance between Push Rod of Driven Cylinder and
Piston
As figure 2-1 shown, use hand to light push pedal and feel that push rod of driven cylinder to prop
up the piston of driven cylinder, then adjust the height of positioning bolt, and make the clearance
between push rod and piston is 0.5mm-1mm. this clearance shall not be more than 1mm,
otherwise, the effective journey of driven cylinder will be reduced.

Fig. 2-1: Sketch of Clearance Adjusting. Fig. 2-2: Assembling Drawing of Driven Disc Assembly.
1. Positioning Bolt. 2. Push Rod of Driven Cylinder 3. Piston of Driven Cylinder. 4. Positioning Bolt.

Ⅱ. Clutch Assembly Installation

1. Driven Disc installation (as figure 2-2 shown).

Put driven disc assembly on the spline shaft (positioning tool of installing driven disc of
clutch), and aim at central hole of flying wheel.

Notice: the shorter side of spline hub of driven disc shall be towards engine (as figure 2-3
shown).

Side of Engine

Fig. 2-3: Installing Direction of Driven Disc Assembly. Fig. 2-4: Installation Drawing of Clutch Cover asse.

2. Clutch Assembly Installation (as figure 2-4 shown).

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 Put two holes of clutch pressing disc assembly on the two double-head studs of flying wheel,
then install the rest 10 hexagon head bolts respectively and tighten it on the cross.

Ⅲ. Examine Clearance in the Adjustable Separating Bearing

4. Check and adjust the clearance at release bearing (except pull- type diaphragm spring clutch)
The clutch release bearing shall be provided with 2mm - 3mm clearance to avoid burning loss due
to sustaining long-term compression prior to the next maintenance cycle. When conducting
assembly and adjustment, always push the release rocker arm to the declutching direction to the
dead end, and then adjust the extension length of limit screw and achieve 5mm-8mm clearance
between limit screw head and its limiting location, finally tighten the nut. After operating the
vehicle, if the limit screw head top can not reach the limiting location, always adjust the hooker
position of return spring to ensure that the release bearing remains 2mm-3mm clearance, this
method can improve the service life of the release bearing.

Clearance between limit

screw head and its limiting
location: 5mm- 8mm
limit screw
screw

distribution
pump clutch disengagement fork

limit screw

return spring

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 Limit screw length adjustment

5～8mm

There is a 2mm-3mm clearance in the clutch separating bearing to ensure the separating bearing to
be burned due to be pressed for a long time in the next maintenance period, or caused half
separation of clutch. As shown of figure 5-5, when adjustment, push separating swing arm along
the separating direction of clutch, till it is not pushed by hand. Adjust push rod of auxiliary
cylinder, and make its tail to contact with the piston of auxiliary cylinder, then adjust lock-nut of
push rod, and keep 3-5mm clearance between lock-nut and fork of push rod. At last, rotate push
rod and make it connect with fork of push rod, then tighten the nut.

Fig. 2-5: Adjusting Clearance of Separating Bearing.

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Section II Important Control Point of Installation and Debugging of ￠
430 Diaphragm Spring Clutch
Ⅰ. Assembly and debugging
1. Check and adjust the clearance between master cylinder push rod and piston:
Push the pedal slightly by hand till feel the master cylinder push rod contacts the master cylinder
piston (or directly remove return spring, and remain the clutch pedal assembly at free condition),
adjust the position of limit screw till its plug contacts the limiting bracket, then rotate the bolt
outwardly by 1/4- 1/2 circle, finally tighten the nut of limit screw. Ensure the clearance between
master cylinder push rod and piston maintaining at 0.5mm-1mm, otherwise it may reduce the
effective travel of master cylinder and consequently affect declutching performance.

Adjust the position of limit screw till its plug contacts

Limiting and adjusting bolt" the limiting bracket, rotate the bolt outwardly by 1/4-
used to adjust the clearance 1/2 circle, then tighten the nut of limit screw, finally
between master cylinder push ensure the clearance between master cylinder push rod
rod and piston and piston maintaining at 0.5mm- 1mm

2. Check and adjust the push rod stroke of clutch master cylinder
Technical requirement: when apply clutch pedal to the dead end, the working stroke of clutch
master cylinder push rod shall be equal to or greater than 32mm.
The following describes detailed adjustment method (see the figure below): slightly apply clutch
pedal to eliminate pedal free stroke, measure the perpendicular distance (H1) between shaft
bushing center of welded bracket assembly and the mounting surface of clutch master cylinder;
depress the clutch pedal till the limiting bracket contacts the limit screw plug of master cylinder,
and then measure the perpendicular distance (H2) between shaft bushing center of welded bracket
assembly and the mounting surface of clutch master cylinder. Adjust the master cylinder stroke
limit screw till the difference between H1 and H2 is equal to or greater than 32mm. After
completion of adjustment, tighten the nut at back side.

Adjust clutch master cylinder

stroke: Adjust master cylinder
stroke limit screw, ensure H1 -
H2≥32mm
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Welded bracket assembly

Tighten the nut

after adjustment

Master cylinder
stroke limiting
and adjusting bolt

Clutch pedal free condition (initial) Minimum point of clutch pedal

3. Adjust the brake control valve of clutch (not applicable to transmission case equipped with
synchronizer)
The following describes detailed adjustment method (see the figure below): apply clutch pedal to
the dead end, inset the brake control valve of clutch in the mounting hole on the combination
bracket, allow the control valve button contacts the bracket on the clutch pedal, release the clutch
pedal, push inwardly the control valve to move 6- 8mm, adjust the control valve, keep its inlet and
outlet horizontally outward. Finally clamp the control valve via bolt.
Note: according to technical requirements, when applying clutch pedal to the dead end, always
push the button of clutch brake control valve to move 3- 5mm (working stroke). The clutch brake
control valve itself has 3mm idle stroke, in order to eliminate the impact due to this idle stroke,
during adjustment process, always additionally push the button inside by 3mm, i.e., push the
control valve inside to move 6- 8mm so as to ensure that the clutch brake control valve works
well.

When depressing clutch pedal to the dead

end, always push the clutch control valve
and allow its button to move 6 - 8mm

4. Oil filling and air exhaust method for master cylinder and booster cylinder:
The effective travel of booster cylinder push rod will decrease if air exists in the hydraulic system
of clutch. This will cause incomplete disengagement of clutch or make it difficult to engage a gear.

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 A. Electric pump (manual) B. Rubber tube C. Switch D. Venting screw E. Pedal F. Oil tank G. Oil outlet
connector of master cylinder H. Master cylinder J. Booster cylinder K. High pressure pipe
Method 1: keep pedal E at free condition. unscrew venting screw D, fit rubber tube B over
venting screw D, activate switch C, start electric (manual) pump A, and fill brake fluid into
booster till master cylinder H and oil tank F are full of brake fluid. The system shall not have any
air inside. Finally tighten the venting screw D, turn off switch C, and pull out oil pipe B.
If electric (manual) pump is not available, hanging oil tank at high altitude and filling fluid by
gravity also can be used as alternative.
Method 2: keep pedal E at free condition. Unscrew venting screw D, fill brake fluid from oil tank
F till brake fluid continuously flows out from the venting screw D, when it is free from bubbles,
tighten the venting screw D. Continuously apply pedal for several times, and then depress the
pedal to the end, unscrew the venting screw D, after exhausting the air, immediately tighten the
venting screw D again. Repeat above procedures for several times till feel the pedal is heavy.
When exhausting air using this method, the oil cup (F) shall always maintain 1 / 3 or above brake
fluid.

5. Key points to the assembly and adjustment of pull-type diaphragm spring clutch
◆ Installation of pull-type diaphragm clutch assembly :
Tighten the hex bolts of clutch cover assembly in sequence according to the figure. At the same
time, always remove the four protection locking pins of the cover assembly. Prior to mounting the
release bearing, always remove the shift fork. Finally secure the clutch housing and flywheel, pull
the shift fork toward the transmission (different transmission cases are equipped with different
clutch housings, a rope socket tied to the upper end of shift fork may be required to facilitate
pulling operation). The installation of clutch and release bearing shall be considered complete if a
"Pa" sound can be heard.

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 Thread tightening method at 45°direction Thread tightening method at 0°direction

1. Pretighten the bolt according to the sequence of 1 -
2 - 3 - 4 - 5 - 6 - 7 - 8 - 9 - 10 - 11 - 12
2. Tighten the bolt according to the sequence of 1 - 12
- 3 - 10 - 4 - 9 - 7 - 6
3. Tighten the bolt according to the sequence of 2 - 5 -
8 - 11
4. Tighten the bolt via torque wrench according to the
sequence of 1 - 2 - 3 - 4 - 5 - 6 - 7 - 8 - 9 - 10 - 11 - 12
1. Pre-tighten the bolt according to the sequence of 1 - 2 - 3 -
4 - 5 - 6 - 7 - 8 - 9 - 10 - 11 - 12
2. Tighten the bolt according to the sequence of 1 - 12 - 3 - 10
-4-9-7-6
3. Tighten the bolt according to the sequence of 2 - 5 - 8 - 11
4. Tighten the bolt via torque wrench according to the
sequence of 1 - 2 - 3 - 4 - 5 - 6 - 7 - 8 - 9 - 10 - 11 - 12

Installation of release bearing (rope socket required) Installation of release bearing (rope socket not required)

Remove 4 locking pins after

tightening the bolts

When mounting gearbox,

avoid to hit this clip or it may
be deformed

Make sure the clip can move

freely inside the bearing plate. If
not, move it so that it can more
freely Remove 4 locking pins

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Special explanation:
The 4 locking pins of clutch cover assembly are designed to prevent excessive movement of clutch
plate. If the 4 locking pins are not removed after installing the clutch cover assembly, the clutch
will not work properly (clutch can not be disengaged due to the locking pins stuck to the
diaphragm spring or friction plate). In addition, when tightening the bolts of clutch cover assembly
using pneumatic impact wrench, the locking pins are easily disconnected, in this case, always
avoid dropping it into clutch to prevent damaging the clutch.
Mark

Retaining plate is located at clutch plate side

Clutch plate side Flywheel side
Plate hub Damping Retaining Friction
Retaining plate spring plate plate
When mounting
the bearing,
always quickly
push the shift fork
from
disengagement
position

◆Removal of pull-type diaphragm clutch assembly: firstly, open the clip on the clutch cover
assembly through the sight hole under the clutch housing, remove the booster cylinder of clutch,
pull the shift fork toward transmission (rope socket may be required to facilitate pulling operation),
push the shift fork toward the flywheel direction so as to disconnect the release bearing and cover
assembly, finally remove the clutch housing and clutch assembly.

Disengageme
nt shift fork clip

Release bearing

slight hole

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 clutch booster cylinder

Ⅱ. Notes
1. In the exhaust process, never release the pedal until tighten the air bleeder valve or union nut
so as to avoid air suction. When lifting the pedal, always raise it to the maximum height so that the
brake fluid in the oil tank can be replenished into the hydraulic chamber of master cylinder.
Depress the clutch pedal, if the effective stroke of booster cylinder push rod reaches 25mm, the air
in the clutch hydraulic system can be considered as completely exhausted, if the effective stroke is
less than 25mm; always continue to exhaust the air.
2. When maintaining new vehicle for the first time, always readjust the clearance once. When
the vehicle regularly works, always check and adjust the clearance once during the second-class
maintenance, i.e., the vehicle runs every 12,000km. In addition, always check the clearance once
during the first class maintenance, i.e., the vehicle runs every 4,000km. When manually pushing
the clutch to disengage the rocker arm, the limit screw head shall have certain clearance.
3. It is recommended to use "Laike" DOT3 compliant brake fluid (or brake fluids comply with
JG3, JG4 or DOT3, DOT4 standard) produced by Fujian Nanan Rongzhong Petrochemical
Company as working medium of the hydraulic system. When removing and mounting the oil pipe,
LOCTITE 572 thread sealing adhesive can be used to seal the union nut and connector area.
4. Always completely discharge the residual fluid in the hydraulic system and then use
specified grade brake fluid with same batch for overall replacement.

1.
Chapter 3 Maintenance and Service of Clutch System
Section I Application and Maintenance of Diaphragm Clutch
Ⅰ. For your vehicle steadily startup, completely separation clutch, gear
shifting agility, use life prolong, please read the following notice items.
1. Before delivery, imbalance amount of dynamic and each feature of the clutch have been
strictly tested. Please do not change and adjust rivet and positioning hole. Except pull ring
assembly, all the other parts can not be dismantled and changed. When pull ring changing, the
length of separated finger shall be noticed, and the two bulges of elastic lock-ring shall direct
to the short separated finger.
2. When turnover and transit, it shall be handled with care to avoid deforming of clutch cover

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 by any forms of throwing, smashing, and prizing. Don’t pull and drag separated ring to
transmit to avoid deflection of separated ring and abrasion of separated ring of diaphragm
spring.
3. Please do not privately rebuilt clutch assembly to use.
4. Please don’t use product which is caught by water or heavily rusted.

Ⅱ. Notice Item of Vehicle Loading.

1. Notice Items before Vehicle Loading.
(1) Please ensure clutch matches vehicle model or not, and driven assembly is smoothly
entering into first shaft or not.
(2) Examine there is groove or foreign material on the end surface of flying wheel or not.
(3) Separated fork and guide cover (bearing) is normal or not.
(4) Master pump, auxiliary pump, crank shaft, oil seal of transmission is oil leak or
malfunction or not.
(5) Separated bearing seat can freely slide or not.
(6) Separated bearing is seized or heavily abrasion and others or not.
(7) Carefully clean sundries out of shell of flying wheel, and clean working face of flying
wheel and clutch pressing disc.
2. Notice Items of Vehicle Loading.
(1) Assemble vehicle strictly according to specification to avoid deflection of assembly,
loose of separated pull ring and damage of separated finger.
(2) When vehicle is loading, not permit sundries falling into clutch assembly and clutch
shell.
(3) Please use matched corresponding model clutch, and not permit to use fallen clutch, and
alternatively tighten all the fastening bolts on the cross.
(4) After installation, take out the four clamp springs.

Ⅲ. Application and Maintenance

In order to guarantee the application feature and use life, please load vehicle by its rated amount
and startup by first gear shift.
Section II Common Faults and Maintenance of Diaphragm Clutch

Ⅰ. Non-disjunction Clutch.
1. Cover Assembly Reason
Actually analysis of reason:
(1) Driven flake deforming of cover assembly (as
figure 3-1).
a. Disfiguration of manufacturing or
assembling. Fig.3-1
b. Accidently falling when customer
transporting or vehicle loading.
c. Wrong gear shift (shift low gear at high speed) causes load impact in opposition.
(2). Use unsuitable specified (including parameter) cover assembly which does not match
with driven disc.

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 Notice: not all same specification and size clutches can be matched to use.
2. Operation System Reasons.
(1) Pipe of hydraulic separation system is
leak, not completely bleed air, or
master pump, auxiliary pump inner
leakage, damage and others.
(2) Effective separating journey of clutch is not
enough due to unsuitable adjustment of operation
system parameter, or larger pedal idle journey.
(3) Separating Bearing escapes from fork.
3. Reasons of Driven Disc Assembly (as figure 3-2)
Fig.3-2
(1) Warp and deform of driven disc assembly is large or its swing deviation is larger.
(2) Driven disc assembly can not freely slide on the first shaft duet to being seized.
(3) Driven disc assembly does not match due to use another factory’s product.
4. Other Reasons
(1) Guide sleeve (bearing) has abrasion, which causes the first shaft large jump.
(2) The first shaft and flying wheel are out of the vertical due to different reasons.
(3) Fasten bolt is not tightened between clutch cover and flying wheel, or interface has
sundries.
5. Advised Procedures of Troubleshooting and Maintenance
(1) Master and auxiliary pumps is liquid leak or air leak or not.
(2) Auxiliary pump pressure is enough or not.
(3) Angle journey of fork shaft is enough or not.
(4) Separating pull ring of clutch is escaped or not.

Ⅱ. Clutch Skipping.
1. Reasons of Cover Assembly.
(1) Working pressure of cover assembly is not enough pressing force.
a. Normal use does not arrive at the specified journey, and pressing force of cover
assembly is over difference of
attenuation.
b. Pressing disc is heatedly burned or
deformed by unsuitable operation
due to several over-load or vehicle
stuck and others.
(2) Tainted Oil on the Working Face of
Pressing Disc (as figure 3-3).
a. Before vehicle loading, not carefully
clean the oil stain on the working
face of pressing disc.
b. Back oil seal of crank shaft of
engine or the first shaft of
transmission is oil leakage. Fig. 3-3

c. Over lubricant grease is coated on the places of first shaft spline or bearing sleeve or
others.

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 (3) Sundries are seized between cover and diaphragm spring.
a. After separating bearing normally damaged, steel ball or others of bearing falls place
between cover and diaphragm spring, which caused skip, tremble or difficult separation.
b. Before installation, sundries in the cover shell are not cleaned, and it enters into the
place between cover and diaphragm spring to cause skip, tremble or difficulty
separation.
c. Clutch is burned and damaged due to unsuitable operation, and this leads to friction
plate of driven disc assembly is escaped and enters into the place between cover and
diaphragm.
d. Not install dust-proof cover on the flying wheel shell, and this leads to sundries enter
into cover shell and are seized the place between cover and diaphragm spring.
2. Reasons of Driven Disc Assembly (as figure 3-4).
(1) Friction plate taints oil stain.
(2) Friction plate is abrasion to rivet and it is not timely changed.
(3) Friction plate is burned and damaged or cracked.

Fig. 3-4
3. Reasons of Cover Assembly and Driven Disc Assembly Matching.
(1) Use driven disc assembly of another factory, which causes they are not matched.
(2) Use unsuitable specified (including parameter) cover assembly or driven disc assembly
which causes they are not matched.
(3) Operation system are not completely back its position, which causes ship due to clutch
on the half separation state.
4. Advised Procedure of Troubleshooting and Maintenance.
Firstly, examine master pump and auxiliary pump is smooth or not, and if not smooth, it shall be
adjusted. If trouble is not resolved, then dismantle and examine clutch.
Ⅲ. Startup Trembling
1. Reasons of Cover Assembly.
(1) Pressing disc is slant or separating finger is uneven.
a. During installation, due to not according to the requirement of alternatively and equally
tightening bolt on the cross, this causes cover deforming.

b. Sundries are seized the place between

cover and diaphragm spring.

c. Quality Problem of Diaphragm Spring.

(2) When separation, slant of pressing disc

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 is over difference.

(3) Pressing disc is heat deforming (as figure 6-5).

a. Normal use does not arrive at the specified journey and heat deforming of pressing disc
is too larger.

b. Over heat deforming of pressing disc caused by unsuitable operation.

Fig. 3-5

(4) Installing bolt of cover assembly is not completely fastened.

2. Reasons of Driven Disc Assembly

(1) Friction plate jumps and over difference, uneven.
(2) Thickness of driven disc assembly is over difference due to use bad-quality friction
plate.
(3) Damping spring is damaged or escaped (as figure 3-6).
(4) Rivet of driven disc assembly is loosen (as figure 3-7).

Fig.3-6 Fig. 3-7

3. Reasons of Operation System.

(1) Separating bearing is slant, center deviation or others.
(2) Two working faces of separating fork is asymmetry.
(3) Guide sleeve of separating bearing is serious abrasion and the clearance is too larger.
4. Advised Procedure of Troubleshooting and Maintenance.
Firstly, examine driven disc assembly has the above-mentioned reasons or not, and if finding
problem, changing the problem parts, and then examine another parts.
Ⅳ. Abnormal Noise of Clutch
1. Reasons of Cover Assembly.
(1) Rivet cracks or loosens.
(2) Support ring loosens.
2. Reasons of Driven Disc Assembly.
(1) Window of damping disc (driven disc) and damping spring are abnormal loosens.
(2) Used unsuitable driven disc assembly.
3. Reasons of Operation System.
(1) Separating bearing is slant, center deviation or others.
(2) Separating bearing is damaged due to abrasion caused by lack of lubricant.
(3) Guide sleeve of separating bearing is serious abrasion.
4. Advised Procedures of Troubleshooting and Maintenance.
(1) If separation clutch makes abnormal noise, firstly, examine separating bearing is
damaged or bad lubricated or not, then examine there is crack on clutch or support rivet
escaping or not.
(2) When clutch contacting makes abnormal noise, please examine the transmission.

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Ⅴ. Abnormal Damage of Clutch
1. Reasons of Clutch Cover Assembly
(1) There is quality defection of heat treatment on the end of separating finger (as figure
3-8).
(2) Separating bearing is not rotating agility or burned damage (as figure 3-9).
(3) Back position of separating bearing is bad.

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Fig. 3-8 Fig. 3-9

(4) Exist Crack on Pressing Disc.

a. Exist disfigurement.
b. Potential crack caused by heavily knock
or damp. or
c. Chapped on the surface by the over heat
of pressing disc due to unsuitable
operation, and then the strength fall
down and produce disintegration.
(5) Separating pull ring is damaged or
escaped (as figure 3-10).
a. Pull ring is escaped. Fig. 3-10
b. Pull ring is broken.
c. Elastic lock-ring of pull ring is broken.
d. Elastic lock-ring of pull ring is broken.
(6) Diaphragm spring is broken (as figure 3-11).
a. Exist Quality Problem of spring.
b. Unsuitable adjustment of journey leads
diaphragm spring to operate under over-load
condition, then causes fatigue broken.
Fig. 3-11
2. Reasons of Driven Disc Assembly.
(1) Friction plate is burned and damaged, and rivet rubs pressing disc to produce groove on
the working face of pressing disc (as figure 3-12).
(2) Spline of disc hub is serious abrasion (as figure 3-13).

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 Fig. 3-12 Fig. 3-13

Ⅵ. Too Heavy Pedal Force of Clutch

1. Reasons of Clutch Cover Assembly.
Separating force of clutch cover assembly is over specification, that is: when separation of clutch
cover assembly, there is interference.
2. Reasons of Separation System.
(1) Movement of hydraulic operation system is not agility, and causes seizing problem.
(2) Air mixed into hydraulic operation system and this causes transformation of brake
liquid.
(3) Bad lubrication of fork shaft and separating bearing causes separation seizing.
(4) Model of used hydraulic oil is not standard.
(5) Pipes of master pump and auxiliary pump is blocked.
(6) Oil pressure of master pump is not enough.
(7) Applied specification of booster is not matched or malfunction.
(8) Separating journey is unsuitable adjustment during installation.
3. Advised Procedures of Troubleshooting and Maintenance.
(1) Auxiliary pump journey.
(2) Air pressure of auxiliary pump.
(3) Oil pressure of auxiliary pump
(4) Fork shaft is lack of lubrication or not, and bolt is broken or not.
(5) After changing bolt of fork shaft, the chosen bolt is too long to cause interfere or not.
(6) Crank angle of fork shaft is suitable or not.

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