3rd class Automobile Technology chapter 1

PURPOSE AND FUNCTION OF A CLUTCH

1.1 Introduction
The clutch assembly is located between the engine and the transmission/transaxle. The
purpose and function of a clutch include the following:
1. To disconnect the engine from the transmission/transaxle to permit the engine to
remain running when the vehicle is stopped and to permit the transmission/transaxle to
be shifted
2. To connect and transmit engine torque to the transmission/ Transaxle
3. To dampen and absorb engine impulses and drive train vibration
4. To provide a smooth engagement and disengagement between the engine and the
transmission/transaxle

NOTE: The term transmission refers to rear-wheeldrive vehicles and the term transaxle
usually refers to front-wheel-drive vehicles that have a differential built into the unit. A
separate differential is used with a transmission.

1.2 COMPONENT PARTS AND OPERATION OF A CLUTCH ASSEMBLY

A clutch assembly consists of a clutch disc that is splined to the input shaft of the
transmission/transaxle. When the driver depresses the clutch pedal, a throwout bearing
(release bearing) is forced against the fingers of the pressure plate. The pressure plate is
bolted to and rotates with the flywheel. SEE FIGURE 1–1. When force is exerted on the
center of the pressure plate, the pressure is released from the clutch disc that has been forced
against the engine flywheel.

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With the pressure removed from the clutch disc, the engine can be operated without
transferring torque to the transmission/transaxle. This also permits the transmission/transaxle
to be shifted because a shift cannot be made if the transmission/transaxle is transferring
engine torque. When the driver reduces force on the clutch pedal, the pedal return spring and
the pressure plate spring combine to return the clutch pedal to its at-rest position (clutch-
engaged position). When the clutch pedal moves up, the pressure on the throwout bearing is
released and the force against the pressure plate spring(s) is released allowing the force of
the pressure plate to clamp the clutch disc tightly between the flywheel and the pressure
plate. SEE FIGURE 1–2.
Additional related parts include the pilot bearing (or bushing) that supports the front of the
transmission input shaft. SEE FIGURE 1–3 . The throwout bearing is often supported and
rides on the transmission/transaxle front bearing retainer (also called the quill).
NOTE: Most front-wheel-drive transaxles do not use a pilot bearing.
TO SUMMARIZE:
 WHEN THE CLUTCH PEDAL IS UP, THE CLUTCH IS ENGAGED.
 WHEN THE CLUTCH PEDAL IS DOWN, THE CLUTCH IS DISENGAGED.
1.3 CLUTCH PEDAL LINKAGE
There are three methods of transferring the force of the driver’s foot to the throwout
(release) bearing, including:
1. Levers and rods. Through a series of levers and rods, the release fork is forced against
the throwout bearing. This method was commonly used on many older vehicles.
2. Cable operation. A cable is used similar to a brake cable used on a bicycle. SEE
FIGURE 1– 4 .
3. Hydraulic. A small master cylinder and a slave cylinder located near the throwout
bearing is a very common method of connecting the clutch pedal to the release fork on
vehicles equipped with a manual transmission. SEE FIGURES 1–5 AND 1–6 .

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1.4 CLUTCH DISC

The clutch disc is round with a splined center hole that slips over the splines of the input
shaft of the transmission/ transaxle. Friction material is riveted to both sides of the clutch
disc—one side touches the flywheel of the engine and the other side touches the friction
surface of the pressure plate. Friction material is either woven or molded from a mixture of
other materials. Woven materials are softer and help cushion clutch engagement, but they
may not last as long as molded materials.
Friction materials operate in high heat and pressure. For many years, asbestos was the most
common material used in both clutch and brake linings. However, it is no longer used
because inhaling tiny particles of asbestos causes lung damage. Today, clutch friction
material may contain paper, cotton, and bits of copper or brass wire with resin holding the
mixture together.

CAUTION: Always take precautions when working around clutch lining material and
assume that it contains asbestos. These precautions should include wetting the friction disc
before removal and preventing any dust from the lining from becoming airborne.

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1.5 HIGH-PERFORMANCE CLUTCH DISC
Another type of friction material is a ceramic and metallic mixture. This creates a hard,
long-lasting lining, but is more expensive and does not cushion clutch engagement as much
as a softer lining. Instead of a full circle of softer friction material, the disc may have only a
few segments or buttons of this ceramic-metallic material. Clutches that use these discs,
which are sometimes called “button clutches,” are found in racing applications where
strength and durability are a greater concern than smooth engagement. SEE FIGURE 1–7 .
HINT: The larger center hub section of the disc must be installed with the
thicker portion facing the pressure plate. SEE FIGURE 1–10.

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1.6 PRESSURE PLATES

The purpose of the pressure plate is to exert a force on the clutch disc so that engine torque
can be transmitted from the engine to the transmission/transaxle. The required strong
clamping force is provided by pressure plate spring(s). However, a strong pressure plate
spring force must be released by the force of the driver’s foot to disengage the clutch. Most
pressure plates today are made of stamped steel with a nodular cast iron driving plate.

A smooth, machined area on one side forms the friction disc contact surface. When the
clutch engages, spring force pushes the pressure plate toward the flywheel so the friction disc
is clamped between the flywheel and the pressure plate. Engine torque flows through the
clutch to the transmission input shaft. Three or four drive straps or clips connect the pressure
plate to the clutch cover. These spring-steel straps or clips help hold the pressure plate away

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from the flywheel when the clutch disengages. Several styles of pressure plates have been
used, including
1. Coil spring style. This style of pressure plate uses coil springs and three or four
release arms. A coil-spring-style pressure plate is also called the lever style because it
uses levers to compress the coil springs. SEE FIGURE 1–11
2. Diaphragm spring style. This style is the most commonly used pressure plate design.
One large, round, spring-steel spring is used to apply even force on the clutch disc
called a Belleville spring. SEE FIGURE 1–12.
These tend to be smaller assemblies, weigh less, and have fewer parts than coil spring
assemblies. The one-piece diaphragm spring does the job of all the release levers and coil
springs in a coil spring clutch. The driver must push harder on the clutch pedal to disengage
a coil spring clutch than to disengage a comparable diaphragm spring design. The pedal
effort for a coil spring clutch increases the farther down the pedal is pushed.
The pedal effort for a diaphragm spring clutch decreases during the second half of pedal
travel. As the friction disc wears, coil springs expand and lose some of their clamping force.
In contrast, the design of the diaphragm spring tends to increase its clamping force as the
friction disc wears to half its original thickness. Then, as the friction disc continues to wear,
the clamping force of the spring gradually returns to its original level.
This happens without any obvious change in clutch pedal effort. In many cases,
aftermarket clutch parts manufacturers supply a diaphragm spring pressure plate assembly
when an original coil spring assembly must be replaced. If so, carefully compare the new
pressure plate to the old one to make sure it is the correct replacement. Physical
characteristics, such as dimensions and bolt-hole patterns, must be identical for the
assembled clutch to operate properly. Check that the inner edges of the diaphragm spring
fingers are the same height as the release levers on the original unit.
1.7 FLYWHEELS
The engine flywheel serves four basic purposes:
1. Smoothens out or dampens engine power pulses.
2. Absorbs some of the heat created by clutch operation.
3. Provides the connection point for the starter motor to crank the engine.
4. Provides the application surface for the clutch friction disc.
A flywheel is heavy, or has a large mass, which creates inertia. This inertia acts upon
crankshaft rotation to smooth out or dampen engine power pulses. On a running engine, the
crankshaft speeds up as a cylinder fires, then slows due to internal engine friction until the
next cylinder fires. The inertia provided by the flywheel mass tends to keep crankshaft speed
more constant.
Whenever friction exists between two moving parts, heat is generated. The flywheel absorbs
some of the heat created by clutch operation by acting as a heat sink for the clutch friction
disc. An external ring gear is pressed or welded onto the flywheel along its outer
circumference. When the starter motor is engaged, the starter-drive gear meshes with the
flywheel ring gear.

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Through gear reduction, the flywheel transfers starter motor rotation to the crankshaft to
crank the engine. The face on the transmission side of the flywheel has a smooth, machined
area that creates the application surface for the clutch friction disc. This surface must be
properly finished to allow adequate slippage as the clutch engages and disengages, and to
prevent slippage when the clutch is engaged. SEE FIGURE 1–13.

The flywheel is constructed of cast iron and attaches to the end of the engine crankshaft. The
carbon content of the cast iron (about 3%) provides a suitable surface for the clutch disc. The
carbon, in the form of graphite, acts as a lubricant to provide a smooth engagement of the
clutch. Often the ring gear can be replaced separately without having to replace the flywheel
in the event of a failure, as shown in FIGURE 1–14. The pilot bearing is often installed in the
center of the flywheel (or in the end of the crankshaft) to support the end of the input shaft of
the transmission.

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1.8 DUAL-MASS FLYWHEELS
Some vehicles, especially high- performance vehicles and vehicles equipped with diesel
engines use a dual-mass flywheel. The purpose of a dual-mass flywheel is to dampen engine
vibrations and keep them from being transmitted to the passenger compartment through the
transmission and shift linkage. A dual mass flywheel consists of two separate flywheels
attached with damper springs, friction material, and ball bearings to allow some movement
between the primary and secondary flywheel.
By allowing a very slight amount of movement between the two flywheels, the damper
absorbs engine torque peaks and normal vibration to provide smoother drive train operation.
The damper assembly is completely sealed, because it also contains a fluid or lubricant,
typically silicone-based, which also helps absorb vibration and transmit torque. Typically,
the two flywheels twist out of phase with each other by up to about 60 degrees to absorb
torsional oscillations.
The starter ring gear mounts on the primary flywheel. Power from the starter motor does not
have to flow through the damper assembly to reach the engine crankshaft. The ring gear and
pilot bearing are usually attached to the primary flywheel, and the clutch friction surface is
usually the secondary flywheel.
NOTE: If the dual-mass flywheel fails, the symptom is the same as a slipping clutch. The
torque-limiting friction material connecting the primary and secondary flywheels can fail.
This failure requires the replacement of the flywheel assembly.

1.5 PILOT BEARING OR BUSHING

The transmission input shaft goes all the way from the transmission, through the clutch
assembly, to the engine. Transmission bearings support the transmission end of the shaft.
Depending on the length of the input shaft, it may also need a pilot bearing or bushing to
support it at the engine end. A front-wheel-drive vehicle with a stepped flywheel, compact
clutch assembly, and a transaxle that has a short input shaft that may not reach all the way to
the flywheel. This design does not need a pilot bushing or bearing to support the engine end
of the input shaft.
Other designs, such as a rear-wheel-drive vehicle with a flat flywheel, have a much longer
transmission input shaft. At the engine, the transmission input shaft rests inside a small bore
in the flywheel or crankshaft flange. The pilot bearing or bushing, which is pressed into this
bore, supports the engine end of the input shaft and provides a low-friction surface for the
shaft to ride on. This keeps the shaft and friction disc perfectly aligned with the flywheel and
pressure plate. The pilot bearing or bushing rotates with the crankshaft when the engine is
running. At times, the input shaft does not rotate when the engine is running. The pilot
bearing or bushing lowers the friction between these two moving parts. Some pilot bearings
use ball bearings
while other applications use a caged-needle bearing. The outer race of the bearing is pressed
into the crankshaft or flywheel. The input shaft slides freely into the inner race. Pilot
bushings are usually a sintered metal sleeve pressed into the bore in the crankshaft flange.
Always follow the manufacturer’s transmission/transaxle lubrication instructions. Excess

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lubricant leaks out onto the clutch friction disc, which causes clutch slippage and early
failure.
Too little lubricant leads to noisy operation and input shaft damage. Replacement pilot
bearings may need to be packed before installation. Sometimes, the bottom of the bore
behind the bearing is also packed with grease. Other pilot bearings are permanently
lubricated at the factory.
Prelubricated bearings have an oil seal to hold the lubricant. If only one side is sealed,
that side faces the transmission when installed. Some pilot bushings need to be soaked in oil
before installation. Others have a permanent lubricant built into the bushing material. With
this type, adding another lubricant actually increases friction, by preventing the permanent
lubricant from doing its job.
1.6 RELEASE BEARING
The throwout (release) bearing is attached to the clutch fork and rides on the fingers of the
pressure plate. The clutch operating system moves the clutch release bearing when the driver
presses or releases the clutch pedal. Most systems move the release bearing toward the
flywheel to disengage the clutch. However, some systems have a pull-type mechanism that
moves the bearing away from the flywheel to disengage the clutch.
The release bearing presses against the diaphragm spring fingers or coil spring levers. This
takes spring force off the pressure plate so that it no longer clamps the friction disc against
the flywheel. The diaphragm spring fingers or coil spring levers rotate at crankshaft speed,
but the clutch operating system is a part of the vehicle chassis and does not rotate. The
release bearing is the point where the fixed, stationary clutch operating system meets the
rapidly spinning clutch assembly.

1.6.1 RELEASE BEARING CONSTRUCTION

Most clutch release bearings are ball bearings. The bearing absorbs a thrust load when its
outer race presses against the diaphragm spring fingers or coil spring levers. When the outer
race contacts the spring fingers or l evers, it must rotate with them at engine crankshaft
speed. The inner bearing race is pressed onto an iron hub, or sleeve. In some designs, the
inner bearing race and sleeve are machined as one piece. The inner bearing race and sleeve
are stationary and do not spin when the outer race spins.
1.6.2 RELEASE BEARING INSTALLATION
The transmission front bearing retainer has a long, hollow tube extending toward the engine.
The release bearing sleeve slides on the outer surface of this tube, which is commonly called
the quill, quill shaft, or candlestick. In a typical system, the outside of the release bearing
sleeve has grooves or raised flat surfaces that fit into the clutch release fork. A snap ring,
spring clips, or lock pins secure the release bearing to the release fork. The clutch operating
system pivots the release fork back and forth when the driver presses and releases the clutch
pedal. The pivoting motion of the fork slides the release bearing away from or toward the
engine to engage or disengage the clutch.

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1.6.3 TYPES OF RELEASE BEARINGS
If the clutch operating system self-adjusts, then there is no clearance between the release
bearing outer race and the diaphragm spring fingers or coil spring levers. The release bearing
outer race constantly turns at engine crankshaft speed. This is called a constant-running
release bearing. In some self-adjusting systems, a snap ring holds the outer race to the spring
fingers. This design is typical of pull-type clutch operating systems that move away from the
flywheel to disengage the clutch. If the clutch operating system does not self-adjust, then
there must be some clearance between the release bearing outer race and the spring fingers
when the clutch is engaged.
The outer race does not contact the spring fingers and so it does not turn. As the driver
depresses the clutch pedal, the release bearing moves into contact with the fingers and the
outer race begins to rotate with them. This type of release bearing is not designed to rotate
constantly. If the clutch is not adjusted properly and there is no clearance, the release bearing
spins constantly and wears out quickly.
1.6.4 RELEASE BEARING LUBRICATION
The ball bearing portion of the release bearing is usually permanently lubricated and sealed
during manufacture. This part of the bearing should not be lubricated during service. The
sleeve, or quill shaft, often needs lubrication during clutch service. Typically, a thin film of
high-temperature grease coats the sliding surfaces. Always follow the manufacturer’s
recommendations for release bearing lubrication, and avoid over lubricating. As with pilot
bearings, too much lubricant here can lead to early clutch failure.

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