Unit 2: Couplings

UNIT 2
Couplings

Introduction
This unit introduces the coupling in the power train. In a mechanical
power train, the coupling is the connection between the flywheel of
the engine and the transmission. This unit covers the two main types
of couplings used in today’s power trains. Lesson one discusses the
flywheel clutch and Lesson two presents the torque converter and the
torque divider.

Objectives
After completing this unit, the student will be able to: identify
common couplers including the flywheel clutch, torque converter and
torque divider and explain the theory of how each one works.
NOTES
 Lesson 1: Flywheel Clutch
Lesson 1: Flywheel Clutch

Fig. 2.1.1 Coupling

Introduction
One of the first challenges facing automotive engineering pioneers
was devising couplings that would smoothly transfer the turning
power, or torque, produced by the engine to the drive wheels. An
ideal coupling would allow the engine to start and initially run
without any load. The coupling should also enable the driving
wheels to be engaged gradually so the vehicle can be controlled and
maneuvered comfortably at low speeds. Over the years, many
devices have been developed to achieve these results. Engines in
heavy industrial machines are frequently exposed to additional
stresses, even under normal operating conditions. Specialized
couplings have been engineered to meet the special needs of this
equipment.
Objectives
After completing this lesson the student will be able to demonstrate
an understanding of the basic components and operation of the
flywheel clutch, by selecting the proper responses on the quiz.
Reference Materials
Student workbook
Unit 2 2-1-3 Power Train I
Lesson 1

Fig. 2.1.2 Clutch Basic Components

Clutch Basic Components

A flywheel clutch connects and disconnects power from the engine
flywheel to the transmission.
It is used mostly with manual shift transmissions. It is also
sometimes referred to as a friction clutch. The friction between
driving and driven members actually absorbs some of the shock,
permitting a more gradual engagement. Therefore, with the use of a
friction clutch, engaging power causes less strain and wear on the
power train components than a direct connection would.
Figure 2.1.2 shows the basic parts of a friction-type flywheel clutch.
There are three essential parts to the flywheel clutch. A flywheel
plate or disc, shown in red, is known as the driving plate. It is
mounted to the engine flywheel. The blue plate is the driven plate
and is splined to the shaft. When the blue plate turns, it will also turn
the shaft. The small yellow collar is an actuating collar. The
actuating collar is used to push the driving plate and the driven plate
together. The clutch plate assembly is aligned with the engine by
inserting the end of the shaft into a pilot hole in the center of the
flywheel.
Unit 2 2-1-4 Power Train I
Lesson 1

Fig. 2.1.3 Clutch Basic Operation

Clutch Basic Operation

In Figure 2.1.3 a simple hand lever and rod has been added to the
back of the yellow actuating collar. By pushing forward on the hand
lever the yellow actuating collar moves against the blue driven plate.
The blue plate then slides forward and engages with the red driving
plate. The red driving plate will be rotating at engine speed. The
moment the blue and red plates begin to touch, the blue plate and the
shaft begin to turn. Complete engagement occurs when the two
plates are forced together as tightly as possible. The shaft will then
rotate at engine speed.
The two main types of flywheel clutches discussed in this lesson
include the dry clutch and the wet clutch. Dry clutches are air cooled
and are generally suitable for lower horsepower machines where there
is less initial torque during engagement. Dry clutches are used
principally in small tractors and automobiles. The advantage of a dry
clutch is that it offers a larger contact area. Dry clutches are not
recommended for applications where frequent disengaging or slipping
is required because the dry clutch material is more prone to heat build
up. Therefore, dry clutches are not used in most heavy machine
applications.
Unit 2 2-1-5 Power Train I
Lesson 1

Fig. 2.1.4 Wet Clutch

Wet Clutch
Wet clutches (Figure 2.1.4) are so named because they contain fluid
(oil). Wet clutches are used on high horsepower machines,
particularly in applications where there is frequent engagement and
disengagement in the course of operation. As in a dry clutch, sliding
friction between the disc and plates causes heat to build up. The oil
in a wet clutch carries the heat away. Oil also reduces the shock load
produced when the clutch is engaged.

Fig. 2.1.5 Dry Flywheel Clutch

Dry Flywheel Clutch

A basic, dry flywheel clutch assembly is illustrated in Figure 2.1.5. It
is quite similar to the basic friction-type clutch previously discussed.
It is rather simple when broken down into its basic parts.
Unit 2 2-1-6 Power Train I
Lesson 1

Fig. 2.1.6 Clutch Shaft

Clutch Shaft
The clutch shaft (Figure 2.1.6) is the backbone of the clutch because
all of the clutch components are assembled upon or around it. The
large round surface on the left end is the brake drum. The yellow
piece extending from the left of the brake drum is the mount for the
universal joint, which connects the clutch shaft to the input shaft on
the transmission.

Fig. 2.1.7 Clutch Shaft Inserted in Pilot Hole

The other end of the clutch shaft fits into the pilot hole and bearing in
the flywheel (Figure 2.1.7).
Unit 2 2-1-7 Power Train I
Lesson 1

Fig. 2.1.8 Clutch Components

Clutch Components
The pressure plates and driving disc assembly are mounted on the
clutch shaft in Figure 2.1.8. These three parts provide the friction
contact surfaces of the dry clutch.

Fig. 2.1.9 Pressure Plates and Driving Disc

Pressure Plates and Driving Disc

Figure 2.1.9 illustrates the components individually. On the left is the
rear pressure plate. In the center is the driving disc. The driving disc
is made of compressed asbestos fiber. The asbestos fiber combined
with the heat grooves on both surfaces of the driving disc helps
dissipate heat and thus reduce wear. The front pressure plate, on the
right, provides the mounting base for the rear pressure plate. The
gear teeth on the front pressure plate mesh with the teeth in the center
of the rear pressure plate. The pressure plates are splined to the
clutch shaft. The driving disc is driven by the flywheel.
Unit 2 2-1-8 Power Train I
Lesson 1

Fig. 2.1.10 Clutch Component Arrangement

Clutch Component Arrangement
From the left, the parts arranged on the shaft (Figure 2.1.10) are the
rear pressure plate, the driving disc in red, the front pressure plate,
and the flywheel on the right. The red parts are driving parts. They
are connected to the engine and revolve freely when the clutch is
disengaged.

Fig. 2.1.11 Clutch Components Together

Clutch Components Together
With the clutch components together (Figure 2.1.11), we can see the
relationship of the driving disc (red) to the flywheel. The outer teeth
of the driving disc mesh with the inner teeth on flywheel. The front
pressure plate is splined to the clutch shaft. The inset circle is a
close-up view of how the disc teeth mesh with the flywheel inner
teeth.
The driving disc rotates with the flywheel whenever the engine is
running. The plates and the shaft remain idle and do not turn until
pressure is exerted on the rear pressure plate. To engage the plates
and the disc, the rear pressure plate is pressed against the driving disc
until the driving disc is firmly clutched between the rear and front
pressure plates. Power is transferred from the driving disc to the
pressure plates.
Unit 2 2-1-9 Power Train I
Lesson 1

Fig. 2.1.12 Cam Link and Sliding Collar Assembly

Cam Link and Sliding Collar Assembly

This is the cam link and sliding collar mechanism (Figure 2.1.12),
which applies pressure to the rear pressure plate when engaging the
clutch.

Fig. 2.1.13 Clutch Engaged

Clutch Engaged
In Figure 2.1.13 the cam and sliding collar mechanism are shown in
yellow. The front of the collar screws onto the base of the front
pressure plate. The sliding collar is free to slide back and forth on the
shaft. The raised area on the back of the blue rear pressure plate is in
contact with the rounded cam surface of the cam link. The yellow
sliding collar is now all the way forward, in this case to the right, and
the clutch plates and disc are engaged. The position of the green
arrow shows that the cam and sliding collar are holding the pressure
plates and driving disc in an engaged position. In this position, all
components would rotate except the sliding collar that is connected to
the linkage.
Unit 2 2-1-10 Power Train I
Lesson 1

Fig. 2.1.14 Clutch Released

Clutch Released
Figure 2.1.14 shows the sliding collar and cam link mechanism in the
released position. In the released position, the sliding collar has been
pulled away and moved toward the rear of the shaft. The cam collar
base is still mounted securely to the base of the front pressure plate,
but notice that the yellow cam links have been pulled backward. This
rearward movement of the cam links has also released the pressure of
the round cam surfaces from the rear pressure plate. The springs
mounted between the front and rear pressure plates also assist in the
disengagement of the clutch.

Fig. 2.1.15 Clutch and Yoke Arm

Clutch and Yoke Arm

The green steel yoke arm illustrated in Figure (2.1.15) has two fingers
that engage a block-type trunnion on the side of the collar. Another
yoke just like this one is mounted on the other side of the sliding
collar in the same way. They pivot together on a control shaft
mounted in the base of the clutch housing.
Unit 2 2-1-11 Power Train I
Lesson 1

Fig. 2.1.16 Control Lever and Clutch Brake Assembly

Control Lever and Clutch Brake Assembly

The control lever and clutch brake assembly in Figure 2.1.16 shows
how the yoke and collar are linked to the control lever. Also shown
is the brake drum, the brake shoe, and the brake shoe arm. When the
hand lever is pulled back, it will lift the rod on the end of the control
shaft of the yoke assembly. The yoke will then move forward and
engage the plates and disc (not shown). When the hand lever is
pushed forward by the operator, the yoke arm goes down, and the
collar slides back and disengages the clutch. When the clutch is
disengaged, the brake arm will pivot downward and force the brake
shoe against the round brake drum. This will stop the rotation of the
clutch shaft when the clutch is disengaged. Stopping the rotation of
the shaft eases gear shifting.
Wet Clutch
Wet clutches were designed for heavier and more powerful engines.
By adding a thin film of oil between the clutch plates, it was found
that the clutch could be engaged and disengaged more smoothly, and
the clutch would carry a heavier load. Another method of increasing
the load capacity of clutches was to add more pressure plates and
driving discs. This would increase the over-all friction surface area
of the clutch without increasing the overall size of the clutch itself.
Unit 2 2-1-12 Power Train I
Lesson 1

Fig. 2.1.17 Shaft for a Wet Clutch

Shaft for a Wet Clutch

The shaft for a wet clutch is pictured in Figure 2.1.17. On the left
end is the brake drum. The shaft on a wet clutch is shorter than the
shaft on a dry clutch.

Fig. 2.1.18 Wet Clutch Shaft and Universal Joint

Wet Clutch Shaft and Universal Joint

A universal joint is bolted onto the left end of the shaft in Figure
2.1.18. The universal joint is bolted to the input shaft of the
transmission. A large hub is mounted on the end of the shaft. The
outer teeth of the hub will hold two friction discs.
Unit 2 2-1-13 Power Train I
Lesson 1

Fig. 2.1.19 Wet Clutch Assembly

Wet Clutch Assembly

The color scheme previously used for the dry clutch will be used for
the wet clutch: red for driving parts, and blue for driven parts.
In Figure 2.1.19, two pressure plates are splined to the flywheel and
two discs are splined to the clutch hub. The two red pressure plates
will rotate with the flywheel when the engine is running. The two
blue discs will not rotate until they and the two pressure plates are
squeezed together and forced to rotate together. With the wet clutch,
plates drive and discs are driven. Compressing the clutch causes the
power to flow through the clutch. The power flows through the
clutch components in the following order: flywheel, plates, discs,
hub and shaft.
Unit 2 2-1-14 Power Train I
Lesson 1

Fig. 2.1.20 Clutch Plate and Disc

Clutch Plate and Disc

The clutch disc (Figure 2.1.20) on the left, is made of sintered bronze
and has small grooves. The tabs that are cut into the disc help to
disengage the discs and plates because the tabs are bent outward
slightly. The teeth on the inner diameter of the disc mesh with the
outer teeth on the hub.
The pressure plate (Figure 2.1.20) on the right, is heavy steel and its
outer teeth mesh with the corresponding teeth in the inner ring of the
flywheel.

Fig. 2.1.21 Wet Clutch Basic Assemblies

Wet Clutch Basic Assemblies

The wet clutch has three basic assemblies, similar to the dry clutch.
The driving parts (red), the driven parts (blue) and an actuating
mechanism (yellow). Figure 2.1.21 shows the actuating mechanism
of a typical wet clutch. The operating principle is similar to the dry
clutch. It is essentially a sliding collar that actuates a cam link
mechanism. The sliding collar and linkage compresses the clutch and
the loading plate applies force to the clutch pack. The sliding collar
controls the actuating mechanism.
Unit 2 2-1-15 Power Train I
Lesson 1

Fig. 2.1.22 Actuating Mechanisms

Actuating Mechanisms
Figure 2.1.22 illustrates two types of actuating mechanisms. On the
right, is a cam link actuating mechanism. In the left view, steel
rollers perform the same function as the cam link mechanism. The
cam link operation will be described followed by the steel rollers
operation.
In a clutch with the cam link mechanism, the top link is connected to
an adjustment ring. A roller is connected to the top link and bottom
link. The bottom link is connected to the sliding collar. As the collar
moves forward, the bottom link pushes the roller toward the loading
plate and the roller pivots on the top link. The roller rolls up the
loading plate until the collar is far enough forward that the bottom
link "snaps over" the vertical position. This over center position
holds the clutch engaged.
In a clutch with the steel roller mechanism, the top roller is connected
to a large roller. The large roller is connected to an adjusting ring.
The bottom roller is connected to a sliding collar. As the collar
moves forward, the bottom roller pushes the top roller toward the
loading plate. The top roller pivots on the larger roller. The top
roller rolls up the loading plate until the collar is far enough forward
that the center of the bottom roller "snaps" past the center of the top
roller. This over center position holds the clutch engaged.
Unit 2 2-1-16 Power Train I
Lesson 1

Fig. 2.1.23 Yoke Arm

Yoke Arm
Figure 2.1.23 shows a yoke mounted to the sliding collar, which
controls most wet clutch actuating assemblies. The yoke arm slides
on the collar. The control linkage moves the yoke arm to slide the
collar.

Fig. 2.1.24 Wet Clutch and Oil Pump

Wet Clutch and Oil Pump

The exterior of a wet clutch is pictured in Figure 2.1.24. The brake
drum and the attached universal joint are also visible. Directly below
the brake drum is the oil pump housing which houses a simple gear-
type oil pump. The pump is driven by the flywheel gear. Below the
oil pump and at the bottom of the clutch housing is the sump
containing the oil supply.
Unit 2 2-1-17 Power Train I
Lesson 1

Fig. 2.1.25 Bottom of Clutch Housing

Clutch Housing
Figure 2.1.25 is a cutaway view of the bottom of the clutch housing.
The blue paint inside the housing shows the area that would normally
be filled with oil. The oil is filtered through this screen, and the oil
can be drained by removing the plug. The oil is drawn through the
passage on the right and moves through a passage in the housing up
to the oil pump.

Fig. 2.1.26 Clutch Oil Flow

Clutch Oil Flow

Looking at the side of a wet clutch we find the oil pump in the lower
left of Figure 2.1.26. The oil flow moves from the pump up through
the rear of the housing. It enters the shaft in the area of the rear
bearing and lubricates the bearing. The oil then flows through the
shaft into the area where the hub is splined to the shaft. It passes
through oil ports drilled in the base of the hub, moves up to the
pressure plates and driven discs and flows between them. The oil
then flows out of the small ports in the flywheel, here shown at the
top and bottom of the flywheel, and falls back into the sump at the
bottom of the housing.
Unit 2 2-1-18 Power Train I
Lesson 1

Fig. 2.1.27 Oil Flow Circuit

Oil Flow Circuit

The cutaway in Figure 2.1.27 shows the entire oil flow circuit. Oil is
stored in the bottom of the housing, is filtered through a screen and
drawn up to the oil pump. It moves from the pump to the rear shaft
bearing, through the shaft to the hub and into the pressure plate and
disc assemblies. The oil splashes around the hub and plate and disc
area and forms a thin film between the plates and discs. It then flows
through ports in the flywheel and back down into the sump in the
base of the housing.
Unit 2 2-1-19 Power Train I
Lesson 1

CLUTCH PRINCIPLES

• Friction Transfers Power Between Discs and Plates

• Sliding Friction Causes Heat
• Different Disc Materials Used for Different Applications
• In Wet Clutches, Oil Acts as a Buffer

Fig. 2.1.28 Clutch Principles

Clutch Principles
The following statements provide a review of clutch principles:
- Friction transfers power between the driving discs and the driven
plates.
- Sliding friction causes heat. This heat is not excessive in some
small machines so they are able to use a dry clutch. Oil carries
away the heat in wet clutches. Wet clutches are used in most
machines.
- Different disc materials are used for different applications.
- In wet clutches, oil acts as a buffer between the discs and plates
and oil movement actually causes the discs to start moving with
the plates before they completely engage.
Unit 2 2-1-20 Power Train I
Lesson 1

Clutch Benefits

• Direct power transfer from engine to transmission.

• Clutch is required for operation of manual transmissions.
• A manual transmission system is less expensive to build and maintain

Fig. 2.1.29 Clutch Benefits

Clutch Benefits
- Direct power transfer from engine to transmission.
- Clutch is required for operation of manual transmissions.
- A manual transmission system is less expensive to build and
maintain.
NOTES
NOTES
NOTES