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A manual transmission friction clutch system for automobiles operates by a
combination of clutch pedal and axial spring action controlling the amount of
friction contact between the engine and the drivetrain.
i) Torsion springs, which allow some torsional movement between the clutch
disc and hub assembly. This helps reduce juddering and cushions the engine
against sudden drivetrain loadings when de-clutching rapidly. The torsion
springs also help smooth out rotational speed variations from the
crankshaft.
Sometimes, more than one stage or set of torsion springs are used:
12 Dec 2015
ii) Splined hub sub-assembly, which rotationally connects the clutch disc with
the gearbox input shaft & allows axial sliding of disc between full
engagement/disengagement of the flywheel.
iii) Friction lining, which allows gradated friction between the clutch
disc/plate and drivetrain, depending on applied pressure. Often, these
linings are backed by Marcel-type springs to allow some yield and gradual
friction buildup. This allows more controllable rotational movement of the
clutch disc before full-pressure engagement of the friction lining.
ii) A release bearing (thrust bearing) for the clutch pedal system to push
against the rotating diaphragm spring or coil spring sub-assembly.
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Clutch axial springs may be either diaphragm type, or coil spring type:
The diaphragm type takes up less space and costs less. However, it has also a
nonlinear force vs deflection characteristic (see below graph). This makes it
easier to press the clutch pedal between full clutch disengagement and initiation
of clutch engagement. However, a worn diaphragm clutch may make the clutch
pedal's initial engagement occur in the pedal position region that requires more
pedal force compared to a coil spring (see section 3(i)).
On the other hand, a coil spring has linear force vs deflection characteristic
throughout the clutch wearing range:
In contrast, heavy vehicles generally have a coil spring-type clutch pressure plate
because coil springs can be designed with higher spring force and thus has
stronger friction contact for heavier drivetrain loads.
12 Dec 2015
Large motorcycles also have a coil-sprung pressure plate to provide the operator
with a more consistent clutch feel. This allows better control throughout the
clutch wearing lifespan. It is also less tiring on the hand to operate.
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We cannot troubleshoot a clutch unless we know what the problem is. However,
for general service inspections (without any customer complaints), a general
trouble-detection procedure would be:
Replace if necessary.
ii) Check clutch pedal end-play (see below photo). This is a measure of how
much play there is between the clutch pedal in full disengagement &
engagement of the clutch system hydraulic cylinder or coil/diaphragm spring
engagement. Rectify the end-play to meet manufacturer spec.
12 Dec 2015
Flywheel too thin, causing A flywheel machined too thin may cause the disc
bolt interference hub to contact the crank bolts and produce a
scraping noise upon clutch engagement. This noise
will go away as the vehicle gets under way because
the disc and flywheel will begin turning at the same
speed
Misalignment of clutch Check bolts & torque to spec
mounting assembly
Worn engine or Check & rectify
transmission mounts that
can cause noise that seem
to come from clutch
Broken cable self-adjuster Check & rectify
Worn / poorly lubricated Check & rectify
pedal system
Sources:
http://www.g-w.com/pdf/sampchap/9781605252131_ch07.pdf
http://www.clarks-garage.com/shop-manual/ts-04.htm#clutch-engage
http://www.schaeffler.com/remotemedien/media/_shared_media/08_media_library/01_publications/automotiveafterm
arket/brochure_1/downloads_5/luk_5/bro_luk_LIT086E_DiagnosticGuide_1213_OFFICE_Lo_us_us.pdf
12 Dec 2015
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Note: 1) All gears and countergear are permanently coupled to the input shaft.
2) All synchronizer sleeves (& reverse gear) are permanently coupled to the output shaft.
3) When a gear is engaged (i.e. not in neutral), only one synchronizer sleeve is selected to
couple a gear ratio set to rotationally link input & output shaft
c) brass synchronizer rings with precision internal diameters that allow some
slip between it and the bearing sleeve sub-assembly (which selects which
main gear to engage to) to ensure that ensure forward gear selections are
made smoothly without clashing any spline gears
d) a countergear sub-assembly that houses all selectable gears, and forms the
link between the input and output shafts (provided a gear set is selected by
the sleeve bearing sub-assembly on the main shaft) . Each countergear's
differently sized gears are solidly coupled on the same countergear axle and
are always meshed with its correspondingly sized main gear. This ensures
that any main gear selected by the bearing sleeve sub-assembly on the main
gear axis will always be in sync (continuously meshed) with its
corresponding countergear. This also minimizes jerking during gear
changes, provided suitable gears are selected for vehicle speed, and
selection is done quickly
e) a reverse idler gear that allows the reverse gear selection mechanism to
turn the output shaft in the opposite direction of the input shaft.
12 Dec 2015
Output
Input shaft shaft
Main gear axis & countergear (set of gears solidly coupled to each other)
This surface is what the internal diameter of the brass synchronizer ring
contacts just before the selector bearing sleeve engages a gear
Manual transmission in neutral (no gear selected). Input & output shaft
decoupled from each other
12 Dec 2015
Reverse idler gear engaged between countershaft gear (hidden) & main
gear
Source:
https://www.youtube.com/watch?v=vOo3TLgL0kM
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Manual transaxle transmission for front-wheel drive transverse engines
1) output shaft is at an angle that allows connection of the final drive &
differential gear as part of the transaxle assembly (see below):
12 Dec 2015
2) input power may be delivered to a primary monoblock (main) shaft, with gear
selector (bearing sleeve) movement on the secondary shaft, e.g. below)
Source: https://www.youtube.com/watch?v=QAy710uiLs0
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In general, troubleshooting a transmission starts with identification of a
problem. If there are no problems reported by the customer, general trouble-
detection inspections would be:
i) Check transmission fluid level, colour & replacement intervals. Replace fluid if
necessary.
12 Dec 2015
c) Also check the shape of the synchronizer sleeve and ring teeth for any
wear exceeding the OEM spec.
If customer complains of grinding sounds during gear change, or will not get into
gear: