A PROJECT REPORT ON

AUTOCLUTCH FOR AUTOMOBILE

Submitted in partial fulfilment of the requirements
For the award of
B.TECH ENGINEERING
IN
____________________________________ ENGINEERING

SUBMITTED BY
-------------------- (--------------)
--------------------- (---------------)
--------------------- (---------------)

DEPARTMENT OF _______________________ ENGINEERING

__________COLLEGE OF ENGINEERING
AFFILIATED TO ___________ UNIVERSITY

CERTIFICATE
This is to certify that the dissertation work entitled
AUTOCLUTCH FOR AUTOMOBILE
is the work done by
_______________________________________________submitted in partial
fulfilment for the award of DIPLOMA IN ENGINEERING in
__________________________Engineering from______________ SCHOOL of
Engineering affiliated to _________ University,

________________

____________

(Head of the department,______)

(Assistant Professor)

ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any
task would be incomplete without the mentioning of the people whose constant
guidance and encouragement made it possible. We take pleasure in presenting
before you, our project, which is result of studied blend of both research and
knowledge.
We express our earnest gratitude to our internal guide, Assistant Professor
______________,

Department

of

__________,

our

project

guide

_____________________, for his constant support, encouragement and

guidance. We are grateful for his cooperation and his valuable suggestions.
Finally, we express our gratitude to all other members who are involved either
directly or indirectly for the completion of this project.

DECLARATION

We, the undersigned, declare that the project entitled AUTOCLUTCH

FOR AUTOMOBILE, being submitted in partial fulfilment for the
award of B-tech in Engineering in _________________________Engineering,
affiliated to _________ University, is the work carried out by us.

__________

_________

_________

__________

_________

_________

ABSTRACT
Our main focus in this project is to design a small auto-clutch for automobile system or for a
car system.
In this project we have to studied the automatic clutch mechanism in vehicles. The fabrication
part of it has been considered with almost case for its simplicity and economy, such that this
can be accommodated as one of the essential tools on automobile garages.
With automatic clutch system for car you can convert a manual car to semi-automatic at the
touch of button. This automatically activates the clutch pedal movement in a completely
controlled system. Then the car will be driven by using just the brake and accelerator.
Features of using this type of system is changing gear without using your foot to operate the
clutch and more fuel economical then an automatic.
Auto-clutch comprises of two units first is elaborate electronic control and the second is
electric motor.

INTRODUCTION
Automatic transmission cars are getting increasingly popular within the urban-scape as
crammed streets make shifting gears an undesirable job. Sure, you would love to use that
shifter as you steer your baby around a set of twisties, making that rev needle dance within
the power band, but the practice is quite harassing within the clogged confines of the city.
The simple alternative to those irritating manual shifts is to go with a car with an auto tranny.
Twist the key, put the selector in D and you wont have to touch the gear shifter or depress
the clutch lever before you reach your destination.
So what exactly is this auto transmission? Is there any substantial difference between various
types of auto transmissions available today? Which cars come with the option of an Auto
box and what are the associated advantages and disadvantages? Lets try and find the
answers to some of these questions.
So what exactly is an automatic gearbox? Well, an automatic gearbox can change gear ratios
on its own as the vehicle moves without the driver having to shift gears manually. Now this
function of shifting gears automatically can be achieved via various means. Based on the
method applied to shift the gears automatically, these transmissions are divided in four basic
categories Automatic transmissions, CVTs (Continuously Variable Transmissions), SemiAutomatic transmissions, and DCTs (Dual Clutch Transmissions).
Automatic Transmissions differ in operation to CVTs or semi-automatics. Auto transmissions
use something called a torque converter, instead of clutch to manage the relation between
engine speeds and transmission gears. On the other hand, a semi-automatic transmission
facilitates the shift in gear ratios through a clutch-like setup, which is controlled through
electro-hydraulic means, and not a torque converter. This system allows the driver to override auto shifts manually if he so desires, although the final shifting is still taken care of by
the hydraulics.
A DCT or a dual-clutch transmission is an advanced version of a semi-automatic system that
utilizes two separate clutches for odd and even gear sets. The system is capable of shifting
gears more quickly than conventional automatic transmission, and hence has application in
cars where driving pleasure and quick shifting response cannot be compromised. This system
costs substantially more than your usual automatic transmissions.
Finally, a CVT uses a belt or some other means of torque transmission to allow an infinite
number of gear ratios between two fixed highest and lowest ratios. The flexibility of a CVT
allows it to be tuned for better fuel economy or performance.

While auto transmissions bring along great convenience, there are some disadvantages as
well. To start with, auto transmissions cars are not as responsive as their manual transmission
counterparts. The shifts are not as quick, and sometimes it takes much longer than you would
like to shift a gear higher or lower. This reduces driving pleasure and the overtaking
capabilities of the car to an extent. Advanced DCTs, especially VWs DSG have managed to
go around the problem of slow response, and are even better than manual transmissions in
response time. Such systems, however, are expensive.

Apart from slow response, auto transmissions are also known be less fuel efficient than their
manual counterparts. The Engine Control Unit, or the ECU, which is the brain of a car, isnt
in most cases as intelligent as the human brain to derive the best fuel efficiency and
performance from the engine. Modern transmissions have come very close, but such
advanced systems are available only in premium cars and are very expensive. Also, auto
transmission variant are Rs 50,000 to 1 lakh more expensive than their manual transmission
counterparts, even in the case of small cars.
Mainstream car companies in India are yet to take the automatic option seriously. Of all the
volumes players that we have in the Indian car market, only Hyundai offers an auto
transmission option across its model range. From the Santro, to the i10, to the i20, every
small car from the company comes equipped with an automatic transmission option. Of late,
even Maruti has shown intent to offer auto transmission as an option in its cars. The company
launched the AT variant of its A-star a few months back.
Heres a list of some of the mainstream cars that are available with the option of an automatic
transmission.

Maruti Suzuki A-Star

Hyundai Santro Xing
Hyundai i10
Hyundai i20
Hyundai Verna
Honda City
Honda Civic
Skoda Laura
Chevrolet Cruze
VW Jetta

There is ample evidence that more and more car companies are realizing the need of
presenting an auto option in their cars, especially for the urban market. Although an auto
transmission is not as popular in India as in the more developed nations, its popularity will
increase as awareness spreads and traffic scenario becomes even more annoying. Considered
an option only for the females in India, the usability of auto transmission actually cuts across
genders and age groups. After all, who doesnt want to add a bit of convenience to his drive
In this report the dynamic behaviour of an automotive clutch is analyzed using dynamical
models. The engagement of the clutch is then simulated using the acquired model. Based on
this analysis a control strategy is suggested and the designed control law is implemented.

AUTOMATIC CLUTCH
Automatic clutch, automatic clutch system, car automatic clutch, auto clutch system for car
which is mainly developed to match hectic traffic condition suitable to all kind of cars. The
auto clutch converts the manual car into semi-automatic by pressing a button. It can be
available in any types of car and the car can be driven by using just the brake and accelerator
This is an intelligent electronically controlled mechanism which enables the driver to select
the gears simply by pressing the button on the gear level and shifting. This automatically
activate the clutch pedal movement in a completely controlled system. Then the car can be
driven by using just the brake and accelerator. In traffic when releasing the brake pedal car
creeps forward like an automatic. Auto-clutch takes the fatigue away from having to operate
the clutch pedal continuously, particularly in traffic situations.
Auto-clutch is mainly comprised of two units. The first elaborate electronic control unit
controls the second compact electric motor. The electric motor is mechanically connected to
the clutch to the clutch pedal with a cable. The accelerator pedal, brake pedal, hand brake and
8

road speed are monitored for signals which result in automatic activation of the system. The
entire system is installed in the interior compartment of the car.

FIGURE 1.1

Automatic clutch

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, pneumatics, robotics etc, of
these sources, pneumatic form an attractive medium for low cost automation
Automation plays an important role in automobile.

Nowadays almost all the automobile vehicle is being atomized in order to product the human
being. The automobile vehicle is being atomized for the following reasons.
9

-To achieve high safety

-To reduce man power
-To increase the efficiency of the vehicle

-To reduce the work load

-To reduce the vehicle accident
-To reduce the fatigue of works
-To high responsibility
-Less maintenance cost

BLOCK DIAGRAM

AUTOMATIC TRANSMISSION
An automatic transmission (also called automatic gearbox) is a type of motor
vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing
the driver from having to shift gears manually. Most automatic transmissions have a defined
10

set of gear ranges, often with a parking pawl feature that locks the output shaft of the
transmission stroke face.
Similar but larger devices are also used for heavy-duty commercial and industrial vehicles
and equipment. Some machines with limited speed ranges or fixed engine speeds, such as
some forklifts and lawn mowers, only use a torque converter to provide a variable gearing of
the engine to the wheels.

Besides automatics, there are also other types of automated transmissions such as
a continuously variable transmission (CVT) and semi-automatic transmissions, that free the
driver from having to shift gears manually, by using the transmission's computer to change
gear, if for example the driver were redlining the engine. Despite superficial similarity to
other transmissions, automatic transmissions differ significantly in internal operation and
driver's feel from semi-automatics and CVTs. An automatic uses a torque converter instead of
a clutch to manage the connection between the transmission gearing and the engine. In
contrast, a CVT uses a belt or other torque transmission scheme to allow an "infinite" number
of gear ratios instead of a fixed number of gear ratios. A semi-automatic retains a clutch like a
manual transmission, but controls the clutch through electro-hydraulic means.

A conventional manual transmission is frequently the base equipment in a car, with the option
being an automated transmission such as a conventional automatic, semi-automatic, or CVT.
The ability to shift gears manually, often via paddle shifters, can also be found on certain
automated transmissions, semi-automatics and CVTs.

AUTOMATIC TRANSMISSION MODE

In order to select the transmission operating mode, the driver moves a selection lever located
either on the steering column or on the floor (as with a manual on the floor, except that most
automatic selectors on the floor do not move in the same type of pattern as a manual lever;
most automatic levers only move vertically). In order to select modes, or to manually select
specific gear ratios, the driver must push a button in (called the shift lock button) or pull the
11

handle (only on column mounted shifters) out. Some vehicles position selector buttons for
each mode on the cockpit instead, freeing up space on the central console. Vehicles
conforming to US Government standards must have the modes ordered P-R-N-D-L (left to
right, top to bottom, or clockwise).

Prior to this, quadrant-selected automatic transmissions often used a P-N-D-L-R layout, or

similar. Such a pattern led to a number of deaths and injuries owing to driver error causing
unintentional gear selection, as well as the danger of having a selector (when worn) jump into
Reverse from Low gear during engine braking manoeuvres.

Automatic transmissions have various modes depending on the model and

make of the transmission. Some of the common modes include:

Park (P)
This selection mechanically locks the output shaft of transmission, restricting the vehicle
from moving in any direction. A parking pawl prevents the transmission from rotating, and
therefore the vehicle from moving, but the vehicle's driven wheels may still rotate
individually (because of the differential), as well as the non-driven road wheels may still
rotate freely. For this reason, it is recommended to use the hand brake (parking brake)
because this actually locks (in most cases) the wheels and prevents them from moving.
This also increases the life of the transmission and the park pin mechanism, because parking
on an incline with the transmission in park without the parking brake engaged will cause
undue stress on the parking pin. A hand brake should also prevent the car from moving if a
worn selector accidentally drops into reverse gear while idling.
12

It should be noted that locking the transmission output shaft with park does not definitively
lock the driving wheels. If one driving wheel has little vertical load it will tend to slip, and
will rotate in the opposite direction to the more heavily loaded non-slipping wheel. Only a
parking brake can be relied upon to positively lock both of the parking-braked wheels. It is
typical of front-wheel-drive vehicles for the parking brake to lock the rear (non-driving)
wheels, so use of both the parking brake and the transmission park lock provides the greatest
security against unintended movement on slopes. Buses in Hong Kong (Kowloon Motor
Bus) do not have Parking mode (P), instead, they are using a single lever to prevent the whole
bus from moving.
A car should be allowed to come to a complete stop before setting the transmission into park
to prevent damage. Usually, Park (P) is one of only two selections in which the car's engine
can be started, the other being Neutral (N) (Buses in Hong Kong mentioned above has to be
in Neutral mode (N) ONLY before the engine can be started).

In many modern cars and trucks, the driver must have the foot brake applied before the
transmission can be taken out of park. The Park position is omitted on buses/coaches (and
some road tractors) with automatic transmission (on which a parking pawl is not practical),
which must be placed in neutral with the air-operated parking brakes set. Advice is given in
some owner's manuals that if the vehicle is parked on a steep slope using the park lock only,
it may not be possible to release the park lock (move the selector lever out of P). Another
vehicle may be required to push the stuck vehicle uphill slightly to remove the loading on the
park lock pawl.
Most automobiles require P or N to be set on the selector lever before the engine can be
started. This is typically achieved via a normally open inhibitor switch (sometimes called a
"neutral safety switch") wired in series with the starter motor engagement circuit, which is
closed when P or N is selected, completing the circuit (when the key is turned to the start

13

position), along with any other safety devices which may be present on newer cars (such as a
foot-brake application).

Reverse (R)
This engages reverse gear within the transmission, permitting the vehicle to be driven
backward, and operates a switch to turn on the backup lights for improved visibility (the
switch may also activate a beeper on delivery trucks or other large vehicles to warn other
drivers and nearby pedestrians of the driver's reverse movement). To select reverse in most
transmissions, the driver must come to a complete stop, depress the shift lock button (or
move the shift lever toward the driver in a column shifter, or move the shifter sideways along
a notched channel in a console shifter) and select reverse. Not coming to a complete stop may
cause severe damage to the transmission. Some modern automatic transmissions have a
safety mechanism in place, which does, to some extent, prevent (but not completely avoid)
inadvertently putting the car in reverse when the vehicle is moving forward; such a
mechanism may consist of a solenoid-controlled physical barrier on either side of the Reverse
position, electronically engaged by a switch on the brake pedal. Therefore, the brake pedal
needs to be depressed in order to allow the selection of reverse.

Some electronic transmissions prevent or delay engagement of reverse gear altogether while
the car is moving.
Some shifters with a shift button allow the driver to freely move the shifter from R to N or D,
or simply moving the shifter to N or D without actually depressing the button. However, the
driver cannot shift back to R without depressing the shift button, to prevent accidental
shifting, especially at high speeds, which could damage the transmission.

Neutral / No gear (N)

This disengages all gear trains within the transmission, effectively disconnecting the
transmission from the driven wheels, allowing the vehicle to coast freely under its own
14

weight and gain momentum without the motive force from the engine. Coasting in idle down
long grades (where law permits) should be avoided, though, as the transmission's lubrication
pump is driven by non-idle engine RPMs. Similarly, emergency towing with an automatic
transmission in neutral should be a last resort. Manufacturers understand emergency
situations and list limitations of towing a vehicle in neutral (usually not to exceed 55 mph and
50 miles). This is the only other selection in which the vehicle's engine may be started.

Drive (D)
This position allows the transmission to engage the full range of available forward gear
ratios, allowing the vehicle to move forward and accelerate through its range of gears. The
number of gear ratios within the transmission depends on the model, but they initially ranged
from three to four and five speeds. Six-speed automatic transmissions are probably the most
common offering in cars and trucks.

Overdrive ('D', 'OD', or a boxed [D] or the absence of an illuminated 'O/D

OFF')
This mode is used in some transmissions to allow early computer-controlled transmissions to
engage the automatic overdrive. In these transmissions, Drive (D) locks the automatic
overdrive off, but is identical otherwise. OD (Overdrive) in these cars is engaged under
steady speeds or low acceleration at approximately 3545 mph (5672 km/h). Under hard
acceleration or below 3545 mph (5672 km/h), the transmission will automatically
downshift.
Other vehicles with this selector (example light trucks) will not only disable up-shift to the
overdrive gear, but keep the remaining available gears continuously engaged to the engine for
use of compression braking. Verify the behaviour of this switch and consider the benefits of
15

reduced friction brake use when city driving where speeds typically do not necessitate the
overdrive gear.

Third (3)
This mode limits the transmission to the first three gear ratios, or sometimes locks the
transmission in third gear. This can be used to climb or going down- hill. Some vehicles will
automatically shift up out of third gear in this mode if a certain revolutions per minute (RPM)
range is reached in order to prevent engine damage. This gear is also recommended while
towing a trailer.

Second (2 or S)
This mode limits the transmission to the first two gear ratios, or locks the transmission in
second gear on Ford, Kia, and Honda models. This can be used to drive in adverse conditions
such as snow and ice, as well as climbing or going down hills in winter. It is usually
recommended to use second gear for starting on snow and ice, and use of this position
enables this with an automatic transmission. Some vehicles will automatically shift up out of
second gear in this mode if a certain RPM range is reached in order to prevent engine
damage.

Although traditionally considered second gear, there are other names used. Chrysler models
with a three-speed automatic since the late 1980s have called this gear 3 while using the
traditional names For Drive and Low. Oldsmobile has called second gear as the 'Super' range
which was first used on their 4-speed Hydramatic transmissions, although the use of this
term continued until the early 1980s when GM's Turbo Hydramatic automatic transmissions
were standardized by all of their divisions years after the 4-speed Hydramatic was
discontinued.

First (1 or L [Low])
This mode locks the transmission in first gear only. In older vehicles, it will not change to any
other gear range. Some vehicles will automatically shift up out of first gear in this mode if a
certain RPM range is reached in order to prevent engine damage. This, like second, can be
16

used during the winter season, for towing, or for downhill driving to increase the engine
braking effect.

As well as the above modes there are also other modes, dependent on the manufacturer and
model. Some examples include:

D5
In Hondas and Acuras equipped with five-speed automatic transmissions, this mode is used
commonly for highway use (as stated in the manual), and uses all five forward gears.

D4
This mode is also found in Honda and Acura four or five-speed automatics, and only uses the
first four gear ratios. According to the manual, it is used for stop-and-go traffic, such as city
driving.

D3 or 3
This mode is found in Honda, Acura, Volkswagen and Pontiac four-speed automatics and
only uses the first three gear ratios. According to the manual, it is used for stop-and-go traffic,
such as city driving.

D2 and D1
These modes are found on older Ford transmissions (C6, etc.). In D1, all three gears are used,
whereas in D2 the car starts in second gear and up-shifts to third.

17

S or Sport
This is commonly described as Sport mode. It operates in an identical manner as "D" mode,
except that the up-shifts change much higher up the engine's rev range. This has the effect on
maximising all the available engine output, and therefore enhances the performance of the
vehicle, particularly during acceleration. This mode will also down-change much higher up
the rev range compared to "D" mode, maximising the effects of engine braking. This mode
will have a detrimental effect on fuel economy. Hyundai has a Norm/Power switch next to the
gearshift for this purpose on the Tiburon.

Some early GMs equipped with HYDRA-MATIC transmissions used (S) to indicate Second
gear, being the same as the 2 position on a Chrysler, shifting between only first and second
gears. This would have been recommended for use on steep grades, or slippery roads like dirt,
or ice, and limited to speeds under 40 mph. (L) was used in some early GMs to indicate
(L)ow gear, being the same as the 2 position on a Chrysler, locking the transmission into first
gear. This would have been recommended for use on steep grades, or slippery roads like dirt,
or ice, and limited to speeds under 15 mph.

+ , and M
This is for the Manual mode selection of gears in certain automatics, such
as Porsche's Tiptronic and Honda's StepTronic. The M feature can also be foundin Chrysler
and General Motors products such as the Dodge Magnum, Journey, and Pontiac G6, Mazda
products such as the Mazda 3, Mazda6, and the CX-7, as well as Toyota's Camry, Corolla,
18

Fortuner, Previa and Innova. Mitsubishi and some Audi models (Audi TT), meanwhile do not
have the M, and instead have the + and -, which is separated from the rest of the shift modes;
the same is true for some Peugeot products like Peugeot 206. Meanwhile, the driver can shift
up and down at will by toggling the (console mounted) shift lever similar to a semi-automatic
transmission. This mode may be engaged either through a selector/position or by actually
changing the gears (e.g., tipping the gear-down paddles mounted near the driver's fingers on
the steering wheel).

Winter (W)
In some Volvo, Mercedes-Benz, BMW and General Motors Europe models, a winter mode
can be engaged so that second gear is selected instead of first when pulling away from
stationary, to reduce the likelihood of loss of traction due to wheel spin on snow or ice. On
GM cars, this was D2 in the 1950s, and is Second Gear Start after 1990. On Ford, Kia, and
Honda automatics, this feature can be accessed by moving the gear selector to 2 to start, then
taking your foot off the accelerator while selecting D once the car is moving.

Brake (B)
A mode selectable on some Toyota models. In non-hybrid cars, this mode lets the engine do
compression braking, also known as engine braking, typically when encountering a steep
downhill. Instead of engaging the brakes, the engine in a non-hybrid car switches to a lower
gear and slows down the spinning tires. The engine holds the car back, instead of the brakes
slowing it down. GM called this "HR" ("hill retarder") and "GR" ("grade retarder") in the
1950s. For hybrid cars, this mode converts the electric motor into a generator for the battery
(Regenerative Braking). It is not the same as downshifting in a non-hybrid car, but it has the
same effect in slowing the car without using the brakes.

HYDRAULIC AUTOMATIC TRANSMISSION

The predominant form of automatic transmission is hydraulically operated; using a fluid
coupling or torque converter, and a set of planetary gear sets to provide a range of gear ratios.

19

Parts and operation

A hydraulic automatic transmission consists of the following parts:

Torque converter: A type of fluid coupling, hydraulically connecting the engine

to the transmission. It takes the place of a mechanical clutch, allowing the transmission to
stay in gear and the engine to remain running while the vehicle is stationary, without
stalling. A torque converter differs from a fluid coupling, in that it provides a variable
amount of torque multiplication at low engine speeds, increasing breakaway acceleration.
This is accomplished with a third member in the coupling assembly known as the stator,
and by altering the shapes of the vanes inside the coupling in such a way as to curve the
fluid's path into the stator. The stator captures the kinetic energy of the transmission fluid,
in effect using the leftover force of it to enhance torque multiplication.

Pump: Not to be confused with the impeller inside the torque converter, the pump is
typically a gear pump mounted between the torque converter and the planetary gear set. It
draws transmission fluid from a sump and pressurizes it, which is needed for transmission
components to operate. The input for the pump is connected to the torque converter
housing, which in turn is bolted to the engine's flywheel, so the pump provides pressure
whenever the engine is running and there is enough transmission fluid. Early automatic
transmissions also had a rear pump, allowing push-starting.

Planetary gear-set: A compound epi-cyclic planetary gear set, whose bands and
clutches are actuated by hydraulic servos controlled by the valve body, providing two or
more gear ratios. (Not part of some manufacturers transmissions during some eras,
Honda being but one).

Clutches and bands: to effect gear changes, one of two types of clutches or
bands are used to hold a particular member of the planetary gear set motionless, while
allowing another member to rotate, thereby transmitting torque and producing gear
reductions or overdrive ratios. These clutches are actuated by the valve body (see below),
20

their sequence controlled by the transmission's internal programming. Principally, a type

of device known as a sprig or roller clutch is used for routine up-shifts/downshifts.
Operating much as a ratchet, it transmits torque only in one direction, free-wheeling or
"overrunning" in the other. The advantage of this type of clutch is that it eliminates the
sensitivity of timing a simultaneous clutch release/apply on two planetaries, simply
"taking up" the drive train load when actuated, and releasing automatically when the next
gear's sprig clutch assumes the torque transfer. The bands come into play for manually
selected gears, such as low range or reverse, and operate on the planetary drum's
circumference. Bands are not applied when drive/overdrive range is selected, the torque
being transmitted by the sprig clutches instead. Bands are used for braking; the GM
Turbo-Hydrometrics incorporated this.

Valve body: hydraulic control centre that receives pressurized fluid from the main
pump operated by the fluid coupling/torque converter. The pressure coming from this
pump is regulated and used to run a network of spring-loaded valves, check balls
and servo pistons. The valves use the pump pressure and the pressure from a centrifugal
governor on the output side (as well as hydraulic signals from the range selector valves
and the throttle valve or modulator) to control which ratio is selected on the gear set; as
the vehicle and engine change speed, the difference between the pressures changes,
causing different sets of valves to open and close.
The hydraulic pressure controlled by these valves drives the various clutch and brake
band actuators, thereby controlling the operation of the planetary gearset to select the
optimum gear ratio for the current operating conditions. However, in many modern
automatic transmissions, the valves are controlled by electro-mechanical servos which
are controlled by the electronic engine control unit (ECU) or a separate transmission
control unit (TCU, also known as transmission control module (TCM).

Hydraulic & lubricating oil: called automatic transmission fluid (ATF), this
component of the transmission provides lubrication, corrosion prevention, and a
hydraulic medium to convey mechanical power (for the operation of the transmission).
Primarily made from refined petroleum, and processed to provide properties that promote
smooth power transmission and increase service life, the ATF is one of the few parts of
the automatic transmission that needs routine service as the vehicle ages.

21

The multitude of parts, along with the complex design of the valve body, originally made
hydraulic automatic transmissions much more complicated (and expensive) to build and
repair than manual transmissions. In most cars (except US family, luxury, sport-utility
vehicle, and minivan models) they have usually been extra-cost options for this reason. Mass
manufacturing and decades of improvement have reduced this cost gap.

Energy efficiency
Hydraulic automatic transmissions are almost always less energy efficient than manual
transmissions due mainly to viscous and pumping losses, both in the torque converter and the
hydraulic actuators. A relatively small amount of energy is required to pressurize the
hydraulic control system, which uses fluid pressure to determine the correct shifting patterns
and operate the various automatic clutch mechanisms.
Manual transmissions use a mechanical clutch to transmit torque, rather than a torque
converter, thus avoiding the primary source of loss in an automatic transmission. Manual
transmissions also avoid the power requirement of the hydraulic control system, by relying on
the human muscle power of the vehicle operator to disengage the clutch and actuate the gear
levers, and the mental power of the operator to make appropriate gear ratio selections. Thus
the manual transmission requires very little engine power to function, with the main power
consumption due to drag from the gear train being immersed in the lubricating oil of the
gearbox.

The on-road acceleration of an automatic transmission can occasionally exceed that of an

otherwise identical vehicle equipped with a manual transmission in turbo-charged diesel
applications. Turbo-boost is normally lost between gear changes in a manual whereas in an
automatic the accelerator pedal can remain fully depressed. This however is still largely
dependent upon the number and optimal spacing of gear ratios for each unit, and whether or
not the elimination of spool down/accelerator lift off represent a significant enough gain to
counter the slightly higher power consumption of the automatic transmission itself.

22

CLUTCH

Clutch is a mechanism for transmitting rotation, which can be engaged and disengaged.
Clutches are useful in devices that have two rotating shafts. In these devices, one shaft is
typically driven by a motor or pulley, and the other shaft drives another device. Let us take an
instance where one shaft is driven by a motor and the other drives a drill chuck. The clutch
connects the two shafts so that they can either be locked together and spin at the same speed
(engaged), or be decoupled and spin at different speeds (disengaged). Depending on the
orientation, speeds, material, torque produced and finally the use of the whole device,
different kinds of clutches are used. The clutch in itself is a mechanism, which employs
different configurations and different principles in various models available. In the following
lines, we have provided the different kinds of clutches that are available.
Clutches are used whenever the transmission of power or motion must be controlled either in
amount or over time (e.g., electric screwdrivers limit how much torque is transmitted through
use of a clutch; clutches control whether automobiles transmit engine power to the wheels).
In the simplest application, clutches connect and disconnect two rotating shafts (drive
shafts or line shafts). In these devices, one shaft is typically attached to a motor or other
power unit (the driving member) while the other shaft (the driven member) provides output
power for work. While typically the motions involved are rotary, linear clutches are also
possible.
In a torque-controlled drill, for instance, one shaft is driven by a motor and the other drives a
drill chuck. The clutch connects the two shafts so that they may be locked together and spin
at the same speed (engaged), locked together but spinning at different speeds (slipping), or
unlocked and spinning at different speeds (disengaged).

Requirement of a clutch:
1) Torque transmission: The clutch should be able to transmit maximum torque of the engine.
2) Gradual engagement:The clutch should engage gradually to avoid sudden jerks.

23

3) Heat dissipation: The clutch should be able to dissipate large amount of heat which is generated during
the clutch operation due to friction.

4 ) Dynamic balancing:The clutch should be dynamically balanced. This is particularly required in the case of
high speed engine clutches.
5) Vibrating damping:
The clutch should have suitable mechanism to damp vibrations and to
eliminate noise produced during the power transmission.
6) Size:The clutch should be as small as possible in size so that it will occupy
minimum space.
7) Free pedal play: The clutch should have free pedal play in order to reduce effective
clamping load on the
carbon thrust bearing and wear on it.

8) Easy in operation: The clutch should be easy to operate requiring as little exertionas
possible on the part of the
driver.
9) Lightness:The driven member of the clutch should be made as light as possible so
that it
will not continue to rotate for any length of time after the clutch has
been disengaged.

PRINCIPLES OF OPERATIONS:

24

Clutch works on the principle of friction. When two friction surfaces are
brought in contact with each other and pressed they are united due to the friction between
them if now one is revolved the other will also be revolved.
The friction between the two surfaces depends upon the area of the surfaces,
pressure applied on them and co-efficient of friction of the surface material. The two
surfaces can be separated and brought into contact when required.

One surface is considered as a driving member the other as a driven member.

The driving member is kept rotating, when the driven member is brought in contact with
the driving member it also rotates. When the driven member is separated from the driving
member it does not rotate. This is the principle on which the clutch operates.

MAIN PARTS OF CLUTCH:

The main parts of clutch are divided into three groups.
1. Driving member
2. Driven member
3. Operating member

DRIVING MEMBER:
The driving members consist of a flywheel mounted on the engine crankshaft.
The flywheel bolted to a cover which carries a pressure plate or a driving disc, the pressure
springs and releasing levers. Thus the entire assembly of the flywheel and the cover rotates
all the time. The clutch housing and the cover provided with openings dissipate the heat
generated by the friction during the clutch operation.
The driving members consist of a flywheel mounted on the engine crankshaft.

25

Flywheel couple with clutch

DRIVEN MEMBER:
The driven member consists of a disc or plate, called the clutch plate. It is free to slide
lengthwise on the splines of the clutch shaft. It carries friction materials on both of its
surfaces. When it is gripped between the flywheel and the pressure plate, it rotates the
clutch shaft through the splines.
The driven member consists of the disc or plate, called the clutch plate.

Flywheel couple with clutch

26

OPERATING MEMBERS:
The operating members consist of a foot pedal, linkage, release or throw-out bearing,
release levers and the springs necessary to insure the proper operation of the clutch.
The operating members consist of a foot pedal, linkage, release or throw out
bearing, release levers and springs.

Pedal, Bearing and spring

27

Main Parts Of Single Plate Clutch

WORKING OF CLUTCH:
If you drive a manual transmission car, you may be surprised to find out that it has more than
one clutch. And it turns out that folks with automatic transmission cars have clutches, too. In
fact, there are clutches in many things you probably see or use every day: Many
cordless drills have a clutch, chain saws have a centrifugal clutch and even some yo-yos have
a clutch.
In this article, you'll learn why you need a clutch, how the clutch in your car works and find
out some interesting, and perhaps surprising, places where clutches can be found.
Clutches are useful in devices that have two rotating shafts. In these devices, one of the shafts
is typically driven by a motor or pulley, and the other shaft drives another device. In a drill,
28

for instance, one shaft is driven by a motor and the other drives a drill chuck. The clutch
connects the two shafts so that they can either be locked together and spin at the same speed,
or be decoupled and spin at different speeds.

In a car, you need a clutch because the engine spins all the time, but the car's wheels do not.
In order for a car to stop without killing the engine, the wheels need to be disconnected from
the engine somehow. The clutch allows us to smoothly engage a spinning engine to a nonspinning transmission by controlling the slippage between them.

To understand how a clutch works, it helps to know a little bit about friction, which is a
measure of how hard it is to slide one object over another. Friction is caused by the peaks and
valleys that are part of every surface -- even very smooth surfaces still have microscopic
peaks and valleys. The larger these peaks and valleys are, the harder it is to slide the object.
You can learn more about friction in How Brakes Work.

29

A clutch works because of friction between a clutch plate and a flywheel. We'll look at how
these parts work together in the next section.

OPERATION OF THE CLUTCH

When the clutch pedal is depressed, through pedal movement, the clutch
release bearing presses on the clutch release lever plate, which being connected to the
clutch release levers, forces these levers forward. This causes the Pressure Plate to
compress the Pressure Springs, thus allowing it to move away from the Clutch Driven
Plate. This action releases the pressure on the Driven Plate and Flywheel, the flywheel is
now free to turn independently, without turning the transmission.
When the clutch pedal is released, reverse action takes place: the driven plate is
again forced against the flywheel by the pressure plate- because of the force exerted by the
pressure springs.

The pressure plate will keep on compressing the facings of the driven plate until
the friction created becomes equal to the resistance of the vehicle. Any further increase in
pressure will cause the clutch plate and the transmission shaft to turn along with the
flywheel; thus achieving vehicle movement.

30

Single Plate Clutch

CLUTCH CONSTRUCTION:

The clutch is the first drive train component powered by the engine crankshaft. The clutch
lets the driver control power flow between the engine and the transmission or transaxle.
Before understanding the operation of a clutch, you must first become familiar with the parts
and their function. This information is very useful when learning to diagnose and repair the
clutch assembly.

Clutch Release Mechanism

31

A clutch release mechanism allows the operator to operate the clutch. Generally, it consists of
the clutch pedal assembly, either mechanical linkage, cable, or A hydraulic clutch release
mechanism (fig. 4-5) uses a simple hydraulic circuit to transfer clutch pedal action to the
clutch fork. It has three basic parts- master cylinder, hydraulic lines, and a slave cylinder.
Movement of the clutch pedal creates hydraulic pressure in the master cylinder, which
actuates the slave cylinder. The slave cylinder then moves the clutch fork.

CLUTCH CABLE MECHANISM

Clutch Fork

32

The clutch fork, also called a clutch arm or release arm, transfers motion from the release
mechanism to the release bearing and pressure plate. The clutch fork sticks through a square
hole in the bell housing and mounts on a pivot. When the clutch fork is moved by the release
mechanism, it PRIES on the release bearing to disengage the clutch.
A rubber boot fits over the clutch fork. This boot is designed to keep road dirt, rocks, oil,
water, and other debris from entering the clutch housing.

Release Bearing
The release bearing, also called the throw-out bearing, is a ball bearing and collar assembly. It
reduces friction between the pressure plate levers and the release fork. The release bearing is
a sealed unit pack with a lubricant. It slides on a hub sleeve extending out from the front of
the manual transmission or transaxle.
The release bearing snaps over the end of the clutch fork. Small spring clips hold the bearing
on the fork. Then fork movement in either direction slides the release bearing along the
transmission hub sleeve.

Pressure Plate Clutch Housing

The clutch housing is also called the bell housing. It bolts to the rear of the engine, enclosing
the clutch assembly, with the manual transmission bolted to the back of the housing. The
lower front of the housing has a metal cover that can be removed for fly-wheel ring gear
inspection or when the engine must be separated from the clutch assembly. A hole is provided
in the side of the housing for the clutch fork. It can be made of aluminium, magnesium, or
cast iron.
The pressure plate is a spring-loaded device that can either engage or disengage the clutch
disc and the flywheel. It bolts to the flywheel. The clutch disc fits between the flywheel and
the pressure plate. There are two types of pressure plates- the coil spring type and the
diaphragm type.

33

Coil spring pressure plate: It uses small coil springs similar to valve springs (fig.
4-6). The face of the pressure plate is a large, flat ring that contacts the clutch disc during
clutch engagement. The backside of the pressure plate has pockets for the coil springs and
brackets for hinging the release levers. During clutch action, the pressure plate moves back
and forth inside the clutch cover. The release levers are hinged inside the pressure plate to pry
on and move the pressure plate face away from the clutch disc and flywheel. Small clip-type
springs fit around the release levers to keep them rattling when fully released. The pressure
plate cover fits over the springs, the release levers, and the pressure plate face. Its main
purpose is to hold the assembly together. Holes around the outer edge of the cover are for
bolting the pressure plate to the flywheel.
Diaphragm pressure plate (fig. 4-7) uses a single diaphragm spring instead of coil
springs.This type of pressure plate functions similar to that of the coil spring type. The
diaphragm spring is a large, round disc of spring steel. The spring is bent or dished and has
pie-shaped segments running from the outer edge to the centre. The diaphragm spring is
mounted in the pressure plate with the outer edge touching the back of the pressure plate face.
The outer rim of the diaphragm is secured to the pressure plate and is pivoted on rings (pivot
rings) approximately 1 inch from the outer edge.

34

DIAPHRAGM PRESSURE PLATE OPERATION

35

Functions of a clutch are as follows:

When the clutch is engaged, the power flows from the engine to the rear wheels
through the transmission system and the vehicle moves.

When the clutch is disengaged, the power is not transmitted to the rear wheels and the
vehicles stops while the engine is still running.

The clutch is disengaged when starting the engine, when shifting the gears, when
stopping the vehicle and when idling the engine.

The clutch is kept engaged when the vehicle is moving.

The clutch also permits the gradual taking up of the load. When properly operated, it
prevents jerky motion of the vehicle.

TYPES OF CLUTCHES:
The clutches used in motor vehicles are almost very similar in construction and
operation. There are some differences in the details of a linkage as well as in the pressure
plate assemblies. Some clutches are operated by hydraulic means. The drive plate clutch
operates dry without using oil. The wet clutch operates in a batch of oil. Most design of the
clutches use number of coil springs but some uses a diaphragm or conical type springs.

36

Different types of clutches are as follows:

1.

Friction clutch

a) Single plate clutch

b) Multi plate clutch
1) Wet
2) Dry

c) Cone clutch
1) External

2) Internal

2. Centrifugal clutch
3

Semi-centrifugal clutch

Conical spring clutch or diaphragm clutch

(a) Tapered finger type
(b) Crown spring type

5. Positive clutch Dog and spline clutch

6. Hydraulic clutch
7. Electro-magnetic clutch
8. Vacuum clutch
9. Over running clutch or free wheeled unit.

FRICTION CLUTCH
The vast majority of clutches ultimately rely on frictional forces for their operation. The
purpose of friction clutches is to connect a moving member to another that is moving at a
different speed or stationary, often to synchronise the speeds, and/or to transmit power.
Usually as little slippage (difference in speeds) as possible between the two members are
desired.

37

Materials
Various materials have been used for the disc friction facings, including asbestos in the past.
Modern clutches typically use a compound organic resin with copper wire facing or
a ceramic material. A typical coefficient of friction used on a friction disc surface is 0.35 for
organic and 0.25 for ceramic. Ceramic materials are typically used in heavy applications such
as racing or heavy-duty hauling, though the harder ceramic materials increase flywheel and
pressure plate wear.

Push/Pull
Friction disk clutches generally are classified as push type or pull type depending on the
location of the pressure plate fulcrum points. In a pull type clutch, the action of pressing the
pedal pulls the release bearing, pulling on the diaphragm spring and disengaging the vehicle
drive. The opposite is true with a push type, the release bearing is pushed into the clutch
disengaging the vehicle drive. In this instance, the release bearing can be known as a thrust
bearing (as per the image above).

Dampers
A clutch damper is a device that softens the response of the clutch
engagement/disengagement. In automotive applications, this is often provided by a
mechanism in the clutch disc centres. In addition to the damped disc centres, which reduce
driveline vibration, pre-dampers may be used to reduce gear rattle at idle by changing the
natural frequency of the disc. These weaker springs are compressed solely by the radial
vibrations of an idling engine. They are fully compressed and no longer in use once the main
damper springs take up drive.

Load

38

Mercedes truck examples: A clamp load of 33 kN is normal for a single plate 430. The 400
Twin application offers a clamp load of a mere 23 kN. Bursts speeds are typically around
5,000 rpm with the weakest point being the facing rivet.

Manufacturing
Modern clutch development focuses its attention on the simplification of the overall assembly
and/or manufacturing method. For example drive straps are now commonly employed to
transfer torque as well as lift the pressure plate upon disengagement of vehicle drive. With
regard to the manufacture of diaphragm springs, heat treatment is crucial. Laser welding is
becoming more common as a method of attaching the drive plate to the disc ring with the
laser typically being between 2-3KW and a feed rate 1m/minute.

DOG CLUTCH
A dog clutch is a type of clutch that couples two rotating shafts or other rotating components
not by friction but by interference. The two parts of the clutch are designed such that one will
push the other, causing both to rotate at the same speed and will never slip.
Dog clutches are used where slip is undesirable and/or the clutch is not used to control
torque. Without slippage, dog clutches are not affected by wear in the same way that friction
clutches are.
Dog clutches are used inside manual automotive transmissions to lock different gears to the
rotating input and output shafts. A synchromesh arrangement ensures smooth engagement by
matching the shaft speeds before the dog clutch is allowed to engage.

Wet and dry clutch

A 'wet clutch' is immersed in a cooling lubricating fluid, which also keeps the surfaces
clean and gives smoother performance and longer life. Wet clutches; however, tend to lose
some energy to the liquid. A 'dry clutch', as the name implies, is not bathed in fluid. Since the
surfaces of a wet clutch can be slippery (as with a motorcycle clutch bathed in engine
oil), stacking multiple clutch disks can compensate for the lower coefficient of friction and
so eliminate slippage under power when fully engaged.

39

Cone clutch
A cone clutch serves the same purpose as a disk or plate clutch. However, instead of mating
two spinning disks, the cone clutch uses two conical surfaces to transmit torque by friction.
The cone clutch transfers a higher torque than plate or disk clutches of the same size due to
the wedging action and increased surface area.
Cone clutches are generally now only used in low peripheral speed applications although they
were once common in automobiles and other combustion engine transmissions.
They are usually now confined to very specialist transmissions in racing, rallying, or in
extreme off-road vehicles, although they are common in power boats. This is because the
clutch doesn't have to be pushed in all the way and the gears will be changed quicker.

Belt clutch
Used on agricultural equipment and some piston-engine-driven helicopters. Engine power is
transmitted via a set of vee-belts that are slack when the engine is idling, but by means of a
ten-sioner pulley can be tightened to increase friction between the belts and the sheaves.
Centrifugal clutch
A centrifugal clutch is a clutch that uses centrifugal force to connect two concentric shafts,
with the driving shaft nested inside the driven shaft.
Centrifugal clutches are often used in mopeds, lawnmowers, go-karts, chainsaws, and mini
bikes.
Fluid coupling
A fluid coupling is a hydrodynamic device used to transmit rotating mechanical
power. It has been used in automobile transmissions as an alternative to a mechanical clutch.
It also has widespread application in marine and industrial machine drives, where variable
speed operation and/or controlled start-up without shock loading of the power transmission
system is essential.

Wrap-spring clutches
40

These have a helical spring wound with square-cross-section wire. In simple form the spring
is fastened at one end to the driven member; its other end is unattached. The spring fits
closely around a cylindrical driving member. If the driving member rotates in the direction
that would unwind the spring the spring expands minutely and slips although with some drag.
Rotating the driving member the other way makes the spring wrap itself tightly around the
driving surface and the clutch locks up.

Hydraulic clutch
The driving and driven members are not in physical contact; coupling is hydrodynamic.
In a hydraulic clutch system, the coupling is hydrodynamic and the shafts are not actually in
contact. They work as an alternative to mechanical clutches. They are known to have
common problems associated with hydraulic couplings, and are a bit unsteady in transmitting
torque.

Safety Clutch
Also known as the torque limiter, this device allows a rotating shaft to "slip" or disengage
when higher than normal resistance is encountered on a machine. An example of a safety
clutch is the one mounted on the driving shaft of a large grass mower. If a stone or something
else is encountered by the grass mower, it stops immediately and does not hamper the blades.

Overrunning Clutch
Also known as the freewheel mechanisms, this type of clutch disengage the driveshaft from
the driven shaft, when the driven shaft rotates faster than the driveshaft. An example of such a
situation can be when a cyclist stops peddling and cruises. However, in case of automobiles
going down the hill, you cannot take your feet off the gas pedal, as there is no free wheel
system. If you do so, the whole engine system can be damaged.

Electromagnetic clutch
Electromagnetic clutches operate electrically, but transmit torque mechanically. This is why
they used to be referred to as electro-mechanical clutches.
41

CONSTRUCTION
A horseshoe magnet has a north and south pole. If a piece of carbon steel contacts both poles,
a magnetic circuit is created. In an electromagnetic clutch, the north and south pole is created
by a coil shell and a wound coil. In a clutch, when power is applied, a magnetic field is
created in the coil. This field (flux) overcomes an air gap between the clutch rotor and the
armature. This magnetic attraction, pulls the armature in contact with the rotor face. The
frictional contact, which is being controlled by the strength of the magnetic field, is what
causes the rotational motion to start. The torque comes from the magnetic attraction, of the
coil and the friction between the steel of the armature and the steel of the clutch rotor. For
many industrial clutches, friction material is used between the poles. The material is mainly
used to help decrease the wear rate, but different types of material can also be used to change
the coefficient of friction (torque for special applications). For example, if the clutch is
required to have an extended time to speed or slip time, a low coefficient friction material can
be used and if a clutch is required to have a slightly higher torque (mostly for low rpm
applications), a high coefficient friction material can be used.

In a clutch, the electromagnetic lines of flux have to pass into the rotor, and in turn, attract
and pull the armature in contact with it to complete clutch engagement. Most industrial
clutches use what is called a single flux, two pole design. Mobile clutches of other specialty
electromagnetic clutches can use a double or triple flux rotor. The double or trip flux refers to
the number of north/south flux paths, in the rotor and armature.

This means that, if the armature is designed properly and has similar banana slots, what
occurs is a leaping of the flux path, which goes north south, north south. By having more
points of contact, the torque can be greatly increased. In theory, if there were 2 sets of poles
at the same diameter, the torque would double in a clutch. Obviously, that is not possible to
do, so the points of contact have to be at a smaller inner diameter. Also, there are magnetic
flux losses because of the bridges between the banana slots. But by using a double flux
design, a 30%-50% increase in torque, can be achieved, and by using a triple flux design, a
40%-90% in torque can be achieved. This is important in applications where size and weight
are critical, such as automotive requirements.
The coil shell is made with carbon steel that has a combination of good strength and good
magnetic properties. Copper (sometimes aluminium) magnet wire, is used to create the coil,
which is held in shell either by a bobbin or by some type of epoxy/adhesive.
42

To help increase life in applications, friction material is used between the poles on the face of
the rotor. This friction material is flush with the steel on the rotor, since if the friction material
was not flush, good magnetic traction could not occur between the faces. Some people look at
electromagnetic clutches and mistakenly assume that, since the friction material is flush with
the steel that the clutch has already worn down but this is not the case. Clutches used in most
mobile applications, (automotive, agriculture, construction equipment) do not use friction
material. Their cycle requirements tend to be lower than industrial clutches, and their cost is
more sensitive. Also, many mobile clutches are exposed to outside elements, so by not having
friction material, it eliminates the possibility of swelling (reduced torque), that can happen
when friction material absorbs moisture.

WORKING OF ELECTROMAGNETIC CLUTCH

The clutch has four main parts: field, rotor, armature, and hub (output) . When voltage is
applied the stationary magnetic field generates the lines of flux that pass into the rotor. (The
rotor is normally connected to the part that is always moving in the machine.) The flux
(magnetic attraction) pulls the armature in contact with the rotor (the armature is connected to
the component that requires the acceleration), as the armature and the output start to
accelerate. Slipping between the rotor face and the armature face continues until the input and
output speed is the same (100% lockup). The actual time for this is quite short, between
1/200th of a second and 1 second.
Disengagement is very simple. Once the field starts to degrade, flux falls rapidly and the
armature separates. One or more springs hold the armature away from the rotor at a
predetermined air gap.

Engagement time
There are actually two engagement times to consider in an electromagnetic clutch. The first
one is the time that it takes for a coil to develop a magnetic field, strong enough to pull in an
armature. Within this, there are two factors to consider. The first one is the amount of ampere
turns in a coil, which will determine the strength of a magnetic field. The second one is air
43

gap, which is the space between the armature and the rotor. Magnetic lines of flux diminish
quickly in the air.. Air gap is an important consideration especially with a fixed armature
design because as the unit wears over many cycles of engagement the armature and the rotor
will create a larger air gap which will change the engagement time of the clutch.
In high cycle applications, where registration is important, even the difference of 10 to 15
milliseconds can make a difference, in registration of a machine. Even in a normal cycle
application, this is important because a new machine that has accurate timing can eventually
see a drift in its accuracy as the machine gets older.
The second factor in figuring out response time of a clutch is actually much more important
than the magnet wire or the air gap. It involves calculating the amount of inertia that the
clutch needs to accelerate. This is referred to as time to speed. In reality, this is what the
end-user is most concerned with. Once it is known how much inertia is present for the clutch
to start then the torque can be calculated and the appropriate size of clutch can be chosen.

Most CAD systems can automatically calculate component inertia, but the key to sizing a
clutch is calculating how much inertial is reflected back to the clutch or brake. To do this,
engineers use the formula: T = (wk2 N) / (308 t) Where T = required torque in lb-ft,
WK2 = total inertia in lb-ft2, N = change in the rotational speed in rpm, and t = time during
which the acceleration or deceleration must take place.
There are also online sites that can help confirm how much torque is required to accelerate a
given amount of inertia over a specific time.

Major types by application

Vehicular (general)
There are different designs of vehicle clutch but most are based on one or more friction discs
pressed tightly together or against a flywheel using springs. The friction material varies in
composition depending on many considerations such as whether the clutch is "dry" or "wet".
Friction discs once contained asbestos but this has been largely eliminated. Clutches found in
44

heavy duty applications such as trucks and competition cars use ceramic plates that have a
greatly increased friction coefficient. However, these have a "grabby" action generally
considered unsuitable for passenger cars. The spring pressure is released when the clutch
pedal is depressed thus either pushing or pulling the diaphragm of the pressure plate,
depending on type. However, raising the engine speed too high while engaging the clutch
causes excessive clutch plate wear. Engaging the clutch abruptly when the engine is turning
at high speed causes a harsh, jerky start. This kind of start is necessary and desirable in drag
racing and other competitions, where speed is more important than comfort.

Automobile powertrain

This plastic pilot shaft guide tool is used to align the clutch disk as the spring-loaded pressure
plate is installed. The transmission's drive splines and pilot shaft have a complementary
shape. A number of such devices fit various makes and models of drivetrains.
In a modern car with a manual transmission the clutch is operated by the leftmost pedal using a hydraulic or cable connection from the pedal to the clutch mechanism. On
older cars the clutch might be operated by a mechanical linkage. Even though the clutch may
physically be located very close to the pedal, such remote means of actuation are necessary to
eliminate the effect of vibrations and slight engine movement, engine mountings being
flexible by design. With a rigid mechanical linkage, smooth engagement would be nearimpossible because engine movement inevitably occurs as the drive is "taken up."
The default state of the clutch is engaged - that is the connection between engine and gearbox
is always "on" unless the driver presses the pedal and disengages it. If the engine is running
with clutch engaged and the transmission in neutral, the engine spins the input shaft of the
transmission, but no power is transmitted to the wheels.

45

The clutch is located between the engine and the gearbox, as disengaging it is required to
change gear. Although the gearbox does not stop rotating during a gear change, there is no
torque transmitted through it, thus less friction between gears and their engagement dogs. The
output shaft of the gearbox is permanently connected to the final drive, then the wheels, and
so both always rotate together, at a fixed speed ratio. With the clutch disengaged, the gearbox
input shaft is free to change its speed as the internal ratio is changed. Any resulting difference
in speed between the engine and gearbox is evened out as the clutch slips slightly during reengagement.
Clutches in typical cars are mounted directly to the face of the engine's flywheel, as this
already provides a convenient large diameter steel disk that can act as one driving plate of the
clutch. Some racing clutches use small multi-plate disk packs that are not part of the
flywheel. Both clutch and flywheel are enclosed in a conical bellhousing, which (in a rearwheel drive car) usually forms the main mounting for the gearbox.
A few cars, notably the Alfa Romeo Alfetta, Porsche 924, and Chevrolet Corvette (since
1997), sought a more even weight distribution between front and back by placing the weight
of the transmission at the rear of the car, combined with the rear axle to form a transaxle.
The propeller shaft between front and rear rotates continuously as long as the engine is
running, even if the clutch is disengaged or the transmission is in neutral.

Motorcycles

A basket clutch

46

Motorcycles typically employ a wet clutch with the clutch riding in the same oil as the
transmission. These clutches are usually made up of a stack of alternating plain steel and
friction plates. Some plates have lugs on their inner diameters that lock them to the engine
crankshaft. Other plates have lugs on their outer diameters that lock them to a basket that
turns the transmission input shaft. A set of coil springs or a diaphragm spring plate force the
plates together when the clutch is engaged.
On motorcycles the clutch is operated by a hand lever on the left handlebar. No pressure on
the lever means that the clutch plates are engaged (driving), while pulling the lever back
towards the rider disengages the clutch plates through cable or hydraulic actuation, allowing
the rider to shift gears or coast. Racing motorcycles often use slipper clutches to eliminate the
effects of engine braking, which, being applied only to the rear wheel, can cause instability.

Automobile non-powertrain
Cars use clutches in places other than the drive train. For example, a belt-driven engine
cooling fan may have a heat-activated clutch. The driving and driven members are separated
by a silicone-based fluid and a valve controlled by a bimetallic spring. When the temperature
is low, the spring winds and closes the valve, which lets the fan spin at about 20% to 30% of
the shaft speed. As the temperature of the spring rises, it unwinds and opens the valve,
allowing fluid past the valve, makes the fan spin at about 60% to 90% of shaft speed. Other
clutchessuch as for an air conditioning compressorelectronically engage clutches using
magnetic force to couple the driving member to the driven member.

Specialty clutches and applications

Single-revolution clutch
When inactive it is disengaged and the driven member is stationary. When "tripped", it locks
up solidly (typically in a few to tens of milliseconds) and rotates the driven member just one
full turn. If the trip mechanism is operated when the clutch would otherwise disengage the
clutch remains engaged. Variants include half-revolution (and other fractional-revolution)
47

types. These were an essential part of printing telegraphs such as tele-printer page printers, as
well as electric typewriters, notably the IBM Selectric. They were also found in motor-driven
mechanical calculators; the Marchant had several of them. They are also used in farm
machinery and industry. Typically, these were a variety of dog clutch.
Single-revolution clutches in tele-printers were of this type. Basically the spring was kept
expanded (details below) and mostly out of contact with the driving sleeve, but nevertheless
close to it. One end of the spring was attached to a sleeve surrounding the spring. The other
end of the spring was attached to the driven member inside which the drive shaft could rotate
freely. The sleeve had a projecting tooth, like a ratchet tooth. A spring-loaded pawl pressed
against the sleeve and kept it from rotating. The wrap spring's torque kept the sleeve's tooth
pressing against the pawl. To engage the clutch, an electromagnet attracted the pawl away
from the sleeve. The wrap spring's torque rotated the sleeve, which permitted the spring to
contract and wrap tightly around the driving sleeve. Load torque tightened the wrap so it did
not slip once engaged. If the pawl were held away from the sleeve the clutch would continue
to drive the load without slipping. When the clutch was to disengage power was disconnected
from the electromagnet and the pawl moved close to the sleeve. When the sleeve's tooth
contacted the pawl the sleeve and the load's inertiaun wrapped the spring to disengage the
clutch. Considering that the drive motors in some of these (such as tele-printers for news wire
services) ran 24 hours a day for years the spring could not be allowed to stay in close contact
with the driving cylinder; wear would be excessive. The other end of the spring was fastened
to a thick disc attached to the driven member. When the clutch locked up the driven
mechanism coasted and its inertia rotated the disc until a tooth on it engaged a pawl that kept
it from reversing. Together with the restraint at the other end of the spring created by the trip
pawl and sleeve tooth, this kept the spring expanded to minimize contact with the driving
cylinder. These clutches were lubricated with conventional oil, but the wrap was so effective
that the lubricant did not defeat the grip. These clutches had long operating lives, cycling for
tens, maybe hundreds of millions of cycles without need of maintenance other than
occasional lubrication with recommended oil.

Cascaded-pawl single-revolution clutches

These superseded wrap-spring single-revolution clutches in page printers, such as teleprinters, including the Teletype Model 28 and its successors, using the same design
48

principles. As well, the IBM Selectric typewriter had several of them. These were typically
disc-shaped assemblies mounted on the drive shaft. Inside the hollow disc-shaped housing
were two or three freely floating pawls arranged so that when the clutch was tripped, the load
torque on the first pawl to engage created force to keep the second pawl engaged, which in
turn kept the third one engaged. The clutch did not slip once locked up. This sequence
happened quite fast, on the order of milliseconds. The first pawl had a projection that engaged
a trip lever. If the lever engaged the pawl, the clutch was disengaged. When the trip lever
moved out of the way the first pawl engaged, creating the cascaded lockup just described. As
the clutch rotated it would stay locked up if the trip lever were out of the way, but if the trip
lever engaged the clutch would quickly unlock.

Kickback clutch-brakes
These mechanisms were found in some types of synchronous-motor-driven electric clocks.
Many different types of synchronous clock motors were used, including the pre-World War II
Hammond manual-start clocks. Some types of self-starting synchronous motors always
started when power was applied, but in detail, their behaviour was chaotic and they were
equally likely to start rotating in the wrong direction. Coupled to the rotor by one (or possibly
two) stages of reduction gearing was a wrap-spring clutch-brake. The spring did not rotate.
One end was fixed; the other was free. It rode freely but closely on the rotating member, part
of the clock's gear train. The clutch-brake locked up when rotated backwards, but also had
some spring action. The inertia of the rotor going backwards engaged the clutch and wound
the spring. As it unwound, it restarted the motor in the correct direction. Some designs had no
explicit spring as suchbut were simply compliant mechanisms. The mechanism was
lubricated and wear did not present a problem.

CLUTCH COMPONENTS:
1) FLYWHEEL:
The flywheel provides a friction surface for the clutch disc, a mounting surface for the
pressure plate, a mounting for the starter driven gear, and on some engines, the flywheel is a
factor in engine balance.

49

The condition of the friction surface of the flywheel is important for proper clutch function.
The surface should be smooth and free of burned spots and surface cracks. Used flywheels
can be re-surfaced. This should be done by grinding rather than lathe turning as less material
is removed. The amount of material removed from the face can affect which clutch release
bearing should be used. A flywheel should always be checked for runout on the engine it will
be used on. Face runout should not exceed .005 (five thousandths) of an inch.
Though not a composite part of the clutch flywheel is what the clutch derives power from
and delivers it to the gear box.

2) CLUTCH DISC:
A clutch disc consists of springs between the hub and the disc to absorb the shock when the
clutch is engaged.
This is the "driven" part of the clutch. It has a friction material riveted to each side of a wavy
spring (called a marcel). This is attached to a splined hub that the transmission input gear
protrudes into.

50

There are basically two types of friction material used for clutch lining. These are organic and
metallic. The organic is best for all around use. The metallic is preferred by some for severe
duty applications but requires high spring pressures and is hard on the flywheel and pressure
plate friction surfaces. Avoid solid hub clutches and clutches without marcel as they will
always chatter when used in vehicles with a rear differential mounted on springs (as opposed
to a transaxle design).

3) PRESSURE PLATE:
As the name defines a pressure plate is present to reduce pressure when the power transfer
occurs it consists of coil springs, anti-rattle clip, release finger, strut, eye bolt & a fulcrum
pin.

51

4) CLUTCH COVER:
The clutch cover is used to cover the entire clutch assembly.
5) HUB AND RELEASE FORK:
The hub is where the power from the fly wheel is transferred to the gear box and
the release fork releases the clutch from engaged position once the transmission
is complete.

6) PILOT BUSHING
In most cases, this is a porous bronze, pre-lubed bushing rather than an actual bearing, as it is
often called. A few applications still use an actual bearing and others use a needle roller type
bearing, but by far, the most common type is bronze. You cannot use a roller bearing on a
transmission shaft originally designed for a bronze bushing due to different type of heat
treatment on the shafts.
The pilot bushing is seldom thought of as a part of the clutch system but it is one of the most
vital parts of the system. It pilots the end of the transmission input gear in the crankshaft. If it
is worn or not running "true", it can cause serious clutch problems or transmission failure.
Pilot bushing bore runout should always be checked with a dial indicator and should be
within .002 total. The bronze bushing type should be a press fit in the crankshaft bore. It must
be installed carefully. It should have between .001 and .003 clearance on the transmission
shaft when installed. The pilot bushing is only functional when the clutch is disengaged but it
is a factor in input gear alignment at ALL times.

52

7) CLUTCH RELEASE BEARING

As its name implies, this is the bearing that releases the clutch. It is often referred toas a
"throw-out" bearing. They come on a number of different style carriers. The carriers, in some
cases, vary considerably with the particular engine.Because the release bearing only works
when the clutch is being released it usually lasts quite a long time. However, improper
linkage adjustment or riding the clutch with your foot when driving can wear the bearing
prematurely. Normally there should be a minimum of 1/16" clearance between the face of the
bearing and the three release fingers or diaphragm spring of the pressure plate when the
clutch is engaged. This fact is important and will be discussed further when we get to the part
about setting up the clutch linkage.

8) TRANSMISSION FRONT BEARING RETAINER

This great device has three critical functions. This first is as its name implies. The second is
to provide a register on which the bell housing must centre. This is feature is sometimes
overlooked with expensive consequences. Thirdly, its tubular snout is the surface on which
the throw out bearing rides on its way into to depress the springs of the pressure plate.
Conversions often require special and modified retainers to achieve compatibility.

53

These two diagrams include every parts of the clutch.

54

ADVANTAGES
1)
2)
3)
4)
5)
6)
7)

It requires simple maintenance cares.

The safety system for automobile.
Checking and cleaning are easy, because of the main parts are screwed.
Easy to handle
Low cost automation project
Repairing is easy.
Replacement of parts is easy.

DISADVANTAGES
1) Initial cost is high.
2) Air tank is required for this operation.

CONCLUSION

55

56