Clutch Knowledge A vehicle moves when the power generated by

Clutch Understanding the engine is transmitted to the wheels by the

power transmission system. However, a
CLUTCH REQUIREMENT
function is required that can freely disengage
and engage the engine power when starting or
changing gear. It is the clutch that fulfills this
role.
In an internal combustion engine such as a
diesel engine or gasoline engine, the engine
cannot be started while it is subjected to a load.
Therefore, a clutch is used between the engine
and the transmission to disengage the engine
from the drive tires and enable starting while
Clutch
A device that disengages and there is no load on the engine.
engages the power (rotational Because it is difficult to change gears while
force) generated by the engine. power is being transmitted, power transmission
is cut off with the clutch before the gear
Clutch requirements
changing operation.
(1) Cuts off the power quickly and precisely.
When cutting off the power, the clutch must
(2) Engages smoothly and quietly when starting or changing gear. operate precisely and quickly, when starting
(3) Transmission torque capacity is appropriate. transmission, it must transmit power gradually
(4) Good rotational balance and low moment of inertia. while slipping, and after engaging, it must
(5) Good heat dissipation and stable performance. transmit the power precisely without slipping.
(6) Simple structure, good serviceability, and easy to maintain and
inspect.
CLUTCH TYPE The clutch types used in vehicles are friction
clutches and fluid clutches.
Friction clutches include dry types where the
Push type
friction plates are used while they are dry, and
Single plate wet types where the friction plates are
clutch immersed in oil. In vehicles, a dry type is
Pull type usually used.
Dry
Fluid clutches are a type of automatic clutch
Multi-plate that transmit torque using fluid. These include
Friction clutch clutch fluid couplings and torque converters.
Of all the various clutch types, the dry, single
plate friction clutch is most commonly used in
Multi-plate vehicles, because of its simple structure and
Wet
clutch ease of maintenance and inspection.
Clutch

Fluid coupling

Fluid clutch

Torque converter
DRY SINGLE / MULTIPLE TYPE Dry, single plate type

Clutch cover A single driven plate is held from both sides,

Pressure plate and power is transmitted by the resulting
Driven plate friction.

Flywheel Because the structure is simple and handling is

easy, this type is often used in trucks.

Dry, multiple plate type

Pressure plate Because multiple driven plates are used, a lot of
power can be transmitted relative to the outer
diameter size. This type is used in some heavy-
Release lever duty vehicles.

Clutch cover

Flywheel Clutch spring

Driven plate
WET, MULTIPLE PLATE TYPE & FLUID COUPLING Wet, multiple plate type

Driven plate In wet clutches, oil is filled within the clutch

body. Because the friction occurs inside the oil,
Drive plate the cooling effect is good and the friction
surfaces are protected.
Usually, the multiple plate type of wet clutch is
used in automatic transmissions.

Flywheel Clutch spring

Fluid coupling
Blades are installed on the pump impeller and
turbine runner in a radial pattern on the rotating
shafts, and they are kept facing each other in a
Engine side Transmission side
container filled with oil.
When the pump impeller rotates, motion is
applied to the oil between the blades, which
rotates the turbine runner and generates an
automatic clutch action.
However, a force larger than the input cannot
be transmitted.

Pump impeller Turbine runner

TORQUE CONVERTER This consists of a pump impeller connected to
the input shaft, turbine runner connected to the
Torque converter (TCC) piston
Pump impeller output shaft, and stator fixed to the case. The
inside is filled with oil (fluid).
The pump impeller is driven by the engine, and
Turbine runner
the engine power is transmitted to the output
shaft via the fluid inside.
Damper spring Stator

One-way clutch

Oil flow

Pump impeller Turbine runner

Stator
 CLUTCH STRUCTURE AND OPERATION The clutch spring is installed and compressed
< COIL SPRING TYPE > between the clutch cover and the pressure plate,
applying even pressure to the driven plate. This
Lever plate
spring force greatly affects the power transmission
Driven plate Release lever
performance of the clutch.
Diaphragm spring and coil spring types are used as
the clutch spring.
For both clutch types, a clutch cover is installed on
Lock nut
the engine flywheel rear surface, and components
such as the pressure plate, clutch spring and
release bearing are installed on the inner side.
Clutch cover
This is made from a pressed steel sheet. The
Pressure plate Coil spring
Clutch cover diaphragm spring and pressure plate are assembled
Spring cap onto the clutch cover, and it is installed onto the
flywheel with the driven plate in between.
< DIAPHRAGM SPRING TYPE > Pressure plate
Shift block Release bearing Usually, pearlitic cast iron is used of sufficient
thickness to ensure constant heat deformation and
surface pressure between the contact surfaces.
Flywheel Strap plate Diaphragm
spring Because it always rotates together with the flywheel,
it must have dynamic balance.
Support Shift fork
Diaphragm / Coil spring
spring
It is installed between the clutch cover and pressure
plate, and has the role of pushing the driven plate
against the flywheel.

Pivot ring Clutch cover

Driven plate Pressure plate
CHARACTERISTICS OF COIL SPRING TYPE & DIAPHRAGM SPRING TYPE Characteristics of coil spring type
< COIL SPRING TYPE > •Because the spring deforms and the pushing
Coil spring force decreases due to centrifugal force as the
engine rotational speed increases, it is not
suitable for high engine rotational speeds.
•Used in medium and heavy-duty trucks
because it can transmit a large amount of
torque.

Release lever
Clutch cover
Driven plate
< DIAPHRAGM SPRING TYPE > Characteristics of diaphragm spring type
Diaphragm spring •Low number of parts and simple structure
makes handling easy.
•Spring force does not decrease and pushing
force does not change even at high engine
rotational speed.
• Release lever does not rise up.
• Less pedal force needed for the clutch pedal.

Clutch cover
Driven plate
 DRIVEN PLATE (1/2) Driven plate
•The driven plate is a friction plate that engages
Facing and disengages the power transmitted from the
flywheel to the top gear shaft.
•When the clutch engages, it transmits the
power smoothly to start the vehicle smoothly.
Damper cover Facing
Damper
Friction spring •The facing is installed onto both surfaces of the
spring
cushion plate with rivets. It affects the vibration
Friction plate
when engaging the clutch, the service life due
to wear, and the wear of the mating material.
Spline hub •This means that the facing characteristics
Friction greatly affect the characteristics of the clutch
washer Friction washer itself.
(Lining)
Facing material
Driven Asbestos was used for a long time in the past,
plate
but because it has now been restricted as a
Cushion plate
harmful material, non-asbestos materials are
used. One of these non-asbestos materials is
organic.
Required properties for facing
(1) Smooth power transmission
(2) Good wear resistance
(3) Strong
(4) High coefficient of friction
(5) Good heat resistance
(6) Good water and oil resistance
 DRIVEN PLATE (2/2) Cushion plate
A wavelike cushion plate is used between 2
clutch facings to make the friction surfaces
Facing Rivet contact evenly and enable smooth engagement.

Cushion plate

Damper spring
Stopper pin Damper cover Clutch center This dampens the impact from the rotational
force during clutch engagement and the impact
from the rotational force from the rear wheels
generated by bumps on the road while driving.

At the Neutral At the maximum drive

OPERATIONS OF DIAPHRAGM SPRING TYPE When engaged

Pressure plate •When the clutch pedal is released, the driven

Clutch cover plate is held between the flywheel and pressure
Driven plate plate due to the clutch spring. This means the
Clutch spring
power from the engine is transmitted to the
Flywheel driven plate via the flywheel and pressure plate.
•Because this power is transmitted from the
splines on the driven plate to the top gear shaft
Pilot bearing of the transmission, the power is engaged.

When disengaged
•When the driver steps on the clutch pedal, the
force is converted to hydraulic pressure by the
master cylinder and transmitted to the shift fork.
The force is then transmitted to the release
bearing, which pushes the center of the
diaphragm spring.
•This causes the outer edge to rise up with the
spring center as the fulcrum, moving the
pressure plate in the directions shown by the
arrows.
•This results in a gap between the friction
surfaces of the driven plate, which disengages
the clutch and cuts off the power transmission.
 When engaged
OPERATIONS OF COIL SPRING TYPE
•The front end of the top gear shaft is supported
Pressure plate
Clutch cover by the crankshaft pilot bearing and the rear end
Driven plate Release lever is supported by the transmission bearing. The
Flywheel top gear shaft rotates together with the
Shift block transmission gear.
•The driven plate meshes with the splines on
Shift fork the top gear shaft and can move freely on the
shaft.
•The driven plate is installed between the
Clutch spring flywheel and pressure plate. It is pressed
against the flywheel side via the pressure plate
Pilot bearing
due to the spring force of the clutch spring, and
this friction transmits the engine power to the
transmission.

When disengaged
•When the driver steps on the clutch pedal, the
shift fork pushes the shift block against the
flywheel side, pushing the end of the release
lever.
•This lever action makes the release lever
compress the clutch spring, which moves the
pressure plate to the flywheel side. This cuts off
the transmission of power from the flywheel to
the driven plate.
CLUTCH CAPACITY • If the capacity of the clutch is excessive for
the torque developed by the engine, it tend to
invite engine stalling when the clutch is
brought into engagement.
• While too small a capacity of the clutch gives
a rise to wear of the facing as the clutch is
liable to slip.
• It is, therefore, important that the capacity of
Capacity
the clutch be carefully determined according
to the engine output.

• Chart left indicates how the starting of an

automobile is affected by the capacity of the
clutch.
• As apparent from chart left, if the capacity of
the clutch is high, shorter time is required to
bring the clutch into full engagement but
engine becomes liable to stall as the load is
imposed on the engine abruptly.
• Conversely, if the capacity of the clutch is
excessively low, the period during which the
clutch continues to slip after engagement
becomes longer but the reduction in the
engine speed on application of the load is
very small.
MECHANICAL TYPE OPERATION MECHANISM (CABLE TYPE) • In this type, a clutch pedal and shift fork are
connected with a cable.
• When the driver steps on the pedal, the inner
cable is pulled, which moves the shift fork to
push the center of the diaphragm spring via
the shift block and release bearing. This cuts
off the power transmission.
• The structure of the mechanical type is
simple, and it is easy to maintain and service.
• This type is often used in passenger
Control cable
vehicles.

Clutch pedal
Clutch cover

Return spring

Shift fork
HYDRAULIC TYPE OPERATION MECHANISM • The force is converted to hydraulic pressure
by the clutch pedal and master cylinder, and
transmitted to the slave cylinder via the oil
pipe.
• When the driver steps on the pedal, the
Master cylinder piston of the slave cylinder is pushed by the
master cylinder hydraulic pressure. The push
rod operates the shift fork, which pushes the
center of the diaphragm spring via the
release bearing. This stops the power
transmission.
• This type is often used in trucks.
Flexible hose

The hydraulic pressure type has the following

characteristics.
Pipe
• The required pedal force can be reduced by
Shift fork selecting a diameter appropriate for both the
master and slave cylinders.
clutch pedal
• Vibration from the clutch system is not easily
transmitted to the vehicle.
• The relative positions of parts can be freely
selected.
Sleeve cylinder
Push rod
MASTER CYLINDER Releasing the pedal
< Releasing the pedal > •When the clutch pedal is released, the piston
and inlet valve are pushed back by the spring
force of the return spring. The return port opens,
Reserve tank the oil returns to the tank and the hydraulic
pressure decreases.
Return spring

Connecting rod
B Room

Inlet valve A Spring retainer

Room

< Applying the pedal > Applying the pedal

•When the driver steps on the clutch pedal, the
Reserve tank
piston is pushed by the push rod. The inlet
valve blocks the return port, sending the
Conical spring compressed oil to the slave cylinder.
Connecting rod
Piston

Inlet valve
To slave cylinder
SLAVE CYLINDER • The slave cylinder converts hydraulic
pressure into mechanical force.
• The hydraulic pressure from the master
cylinder moves the shift fork via the piston.
• A bleeder screw is provided to eliminate air
from inside the oil pipe.
• The force generated by the slave cylinder is
determined by the diameter of the master
cylinder and the diameter of the slave
Bleeder cylinder. When the diameter of the slave
Piston cup cylinder is increased, the generated force
increases according to the increase in the
Piston Push rod
surface ratio.
BOOSTER TYPE OF HYDRAULIC CLUTCH OPERATION MECHANISM Clutch booster
•This booster is installed instead of the clutch
slave cylinder.
•It uses the hydraulic pressure generated by the
clutch master cylinder to open and close a
Air compressor compressed air valve, and converts this
Clutch pedal compressed air into mechanical force to make it
easier to disengage the clutch.
Master cylinder

Air tank

Clutch booster

Clutch ASM
STRUCTURE AND OPERATION (1/2) When driving
• Air enters chamber e via port (a) → chamber
(b).
• It also enters chamber (d) via chamber (b) →
relay piston hole → chamber c → control
tube.
• In this condition, the pressure is the same on
both sides of the power piston. As a result,
the power piston, hydraulic piston and push
rod are pushed to the left by the return
spring, and the clutch remains engaged.
 When the clutch is disengaged
STRUCTURE AND OPERATION (2/2) • The hydraulic pressure from the master cylinder acts on
the hydraulic piston rear surface and the relay valve
piston.
• This hydraulic pressure moves the relay valve piston,
then, blocking the passage between chamber b and
chamber (c).
a Valve piston
• When the hydraulic pressure increases further, the poppet
Relay piston Poppet valve
valve overcomes the force of the poppet spring and
Control tube Poppet spring
Cylinder shell moves to the right. Compressed air enters chamber (d)
Upper valve
Cup body via port (f) → chamber (c) → control tube.
• At this time, chamber e is at the atmospheric pressure,
c and the pressure difference results in the power piston
b
overcoming the force of the return spring and moving to
f the right. The force is transmitted to the hydraulic piston
and push rod, disengaging the clutch.
When the clutch pedal is released

d • Because the force stops acting on the relay valve piston,

e
the pressure difference between chamber b and chamber
Hydraulic piston c pushes back the diaphragm and relay valve piston to
Push rod Piston cup the left.
Power piston
Piston cup • Then, when the poppet valve closes and the compressed
Return spring
air is cut off, the compressed air in chamber d is
Oil seal
discharged into the atmosphere via the control tube →
chamber (c)→ chamber (b) → port (a). At the same time,
the power piston is pushed back to the left by the return
spring and returns to its original position.
CLUTCH KEYS POINT
Slipping of the clutch
•If the clutch slips, sufficient torque can no longer be
transmitted, reducing the vehicle output. This results in
excessive fuel being consumed.
•The following can cause the clutch to slip.
1) Oil or grease adhering to the facing
2) Clutch spring attenuation loss or damage
3) No clutch pedal play
4) Large amount of pressure plate deformation
5) Poor contact of facing surface
Improper clutch disengagement
•Improper clutch disengagement subjects the transmission
synchromesh to a load, accelerating block ring wear and
making it difficult to change gears.
•The following can cause improper clutch disengagement.
1) Excessive driven plate run-out
2) Driven plate moves with difficulty because of rust on
the clutch hub splines
3) Excessive clutch pedal play
4) Air has entered the pipes of the hydraulic system
5) Large amount of pressure plate deformation
6) Insufficient clutch disengagement margin
Clutch judder
•When starting, sometimes parts such as the power
transmission system components (including the engine) and
suspension springs vibrate strongly at a relatively low
frequency while the clutch is engaged, making start-off
difficult.
•This movement vibration of the drive system generated
when the clutch is engaged is called judder.
•Causes include improper clutch alignment and the
characteristics of the driven plate facing.
Causes of improper clutch alignment:
(1) Pressure plate and flywheel are not parallel.
(2) Facing thickness is not even.
(3) Pushing force of pressure plate is not even.
In such cases:
•Partial contact with the facing occurs, causing the
transmitted torque to change with each revolution.
•Recently, high output engines are used more often in
vehicles, using a lower gear ratio in the drive system for high
speed driving. As a result, if the driver tries to start off with
as low a gear ratio as possible, the load on the clutch
increases and judder is more likely to occur.