Escolar Documentos
Profissional Documentos
Cultura Documentos
38
Fig. 2.3 Clutch driven centre plate (sectional view)
Fig. 2.4 (a and b) Driven plate cushion take-up
45
2.5.5 Detachable bell housing runout
(Fig. 2.10(c and d))
When the gearbox bell housing is located by dowel
pins instead of the inside diameter of the engine
flywheel housing (Fig. 2.10(c)) (shouldered bell
housing), it is advisable to separate the clutch bell
housing from the gearbox and mount it to the
flywheel housing for a concentric check.
Mount the dial gauge magnetic base onto the
flywheel friction face and position the indicator
pointer against the internal recess of the bell
housing gearbox joint bore (Fig. 2.10(d)). Set the
gauge to zero and turn the crankshaft by hand one
complete revolution. At the same time, observe
the dial gauge reading.
Maximum permissible runout should not exceed
0.25 mm.
ring, but when disengagement takes place the reac- bearings. There are two types of pressure plate
tion load is then taken by the inner ring. cover housings; one with a deep extended cover
As the friction linings wear, the spring dia- rim which bolts onto a flat flywheel facing and the
phragm will become more dished and subsequently shallow cover type in which the pressure plate
will initially exert a larger axial clamping load. It is casting fits into a recessed flywheel.
only when the linings are very worn, so that the The release mechanism is comprised of three
distance between the cover pressing and pressure lever fingers. The outer end of each lever pivots
plate become excessive, that the axial thrust will on a pin and needle race mounted inside each
begin to decline. of the adjustable eye bolt supports, which are
attached to the cover housing through an internally
2.8 Lipe rollway twin driven plate clutch (Fig. 2.13) and externally threaded sleeve which is secured to
These clutches have two circular rows of helical coil the cover housing with a lock nut. Inwards from
springs which act directly between the pressure the eye bolt, one-sixth of the release lever length, is
plate and the cover housing, see Fig. 2.13. The a second pin which pivots on a pair of needle-
release mechanism is of the pull type in which a bearing races situated inside the pressure plate
central release bearing assembly is made to with- lugs formed on either side of each layer.
draw (pull out) three release levers to disengage the
clutch. The clutch pressure plate assembly is bolted Release lever adjustment
to the flywheel and the driven plate friction linings Initially, setting up of the release levers is achieved
are sandwiched between the flywheel, intermediate by slackening the locknuts and then rotating each
plate and pressure plate facings. The central hub of sleeve in turn with a two pronged fork adaptor tool
the driven plates is mounted on a splined gearbox which fits into corresponding slots machined out of
spigot shaft (input shaft). The splined end of the the adjustment sleeve end. Rotating the sleeve one
input shaft is supported by a ball race bearing way or the other will screw the eye bolts in or out
mounted inside the flywheel-crankshaft attachment until the correct dimension is obtained between the
flange. The other end of this shaft is supported back of the release lever fingers and the outer cover
inside the gearbox by either ball or taper roller rim edge. This setting dimension is provided by the
47
Fig. 2.13 (a±b) Twin driven plate pull type clutch
48
manufacturers for each clutch model and engine this instance one-sixth of the value if the springs
application. Finally, tighten the locknuts of each were direct acting.
eye bolt and re-check each lever dimension again. The operating characteristics of the clutch
mechanism are described as follows:
Release bearing adjustment
Slacken sleeve locknut with a `C' shaped spanner. New engaged position (Fig. 2.14(a))
Rotate the inner sleeve either way by means of the The spring thrust horizontal component of 2.2 kN,
slotted adjusting nut until the recommended clear- multiplied by the lever ratio, provides a pressure
ance is obtained between the bearing housing cover plate clamping load of 13.2 kN (Fig. 2.14(a)). The
face and clutch brake. axial thrust horizontal component pushing on the
pressure plate does not vary in direct proportion
i.e. 9.5 mm for 355 mm Ð 1LP
with the spring load exerted between its ends, but is
13 mm for 355 mm Ð 2LP
a function of the angle through which the mounted
13 mm for 294 mm Ð 2LP
springs operate relative to the splined input shaft.
Finally tighten sleeve locknut and re-check clear-
ance. Worn engagement position (Fig. 2.14(b))
When the driven plate facings wear, the release
2.9 Spicer twin driven plate angle spring pull type bearing moves forward to the pressure plate so
clutch (Fig. 2.14) that the springs elongate. The spring load exerted
An interesting clutch engagement and release pres- between the spring ends is thus reduced. Fortun-
sure plate mechanism employs three pairs of coil ately, the inclined angle of spring axis to that of
springs which are inclined to the axial direction of the thrust bearing axis is reduced so that as the
the driven plates. These springs are mounted spring load along its axis declines, the horizontal
between the pressure plate cover housing, which thrust component remains essentially the same.
takes the spring reaction, and the release lever cen- Therefore, the pressure plate clamping load
tral hub (Fig. 2.14). The axial clamping thrust is remains practically constant throughout the life of
conveyed by the springs to the six to one leverage the clutch (Fig. 2.14(b)).
ratio release levers (six of them) spaced evenly
around the release hub. These release levers span Release position (Fig. 2.14(c))
between the release hub and a large annular shaped When the clutch is released, that is when the bear-
adjustable pivot ring which is screwed inside the ing is pulled rearwards, the springs compress and
pressure plate cover housing. Towards the pivot increase in load, but the spring angle relative to the
pin end of the release levers a kink is formed so thrust bearing axis increases so that a greater pro-
that it can bear against the pressure plate at one portion of the spring load will be acting radially
point. The pressure plate and intermediate plate are instead of axially. Consequently, the horizontal
both prevented from spinning with the driven component of axial release bearing load, caused
plates by cast-in drive lugs which fit into slots by the spring thrust, gradually reduces to a value
formed into the cover housing. of about 1.7 kN as the bearing moves forwards,
In the engaged position, the six springs expand which results in the reduced pedal effort. This is
and push the release hub and, subsequently, the shown in Fig. 2.14(c).
release levers towards the pressure plate so that
the driven plates are squeezed together to transmit Internal manual adjustment
the drive torque. Release bearing adjustment is made by unscrewing
To release the clutch driven plates, the release the ring lock plate bolt and removing the plate. The
bearing assembly is pulled out from the cover hous- clutch pedal is then held down to relieve the release
ing. This compels the release lever hub to compress levers and adjusting ring load. The adjusting ring is
and distort the thrust springs to a much greater then rotated to screw it in or out so that it alters the
inclined angle relative to the input shaft axis and release lever hub axial position.
so permits the pressure plate to be withdrawn by Turning the adjusting ring clockwise moves the
means of the retraction springs. release bearing towards the gearbox (increasing
Because the spring thrust does not operate free pedal movement). Conversely, turning the
directly against the pressure plate, but is relayed adjusting ring anticlockwise moves the release
through the release levers, the actual spring's stiff- bearing towards the flywheel (decreasing free
ness is reduced by a factor of the leverage ratio; in pedal movement).
49
Fig. 2.14 (a±c) Twin driven plate angle spring pull type clutch
50
The adjusting ring outer face is notched so that 2.10 Clutch (upshift) brake (Fig. 2.15)
it can be levered round with a screwdriver when The clutch brake is designed primarily for use with
adjustment is necessary. The distance between each unsynchronized (crash or constant mesh) gear-
notch represents approximately 0.5 mm. Thus three boxes to permit shifting into first and reverse gear
notches moved means approximately 1.5 mm without severe dog teeth clash. In addition, the
release bearing movement. brake will facilitate making unshafts by slowing
With the pedal released, there should be approxi- down the input shaft so that the next higher gear
mately 13 mm clearance between the release bear- may be engaged without crunching of teeth.
ing face and clutch brake. The brake disc assembly consists of a pair of
Belleville spring washers which are driven by a
Internal self-adjustment hub having internal lugs that engage machined
A clutch self-adjustment version has teeth cut on slots in the input shaft. These washers react against
the inside of the adjusting ring and a small worm the clutch brake cover with facing material pos-
and spring self-adjusting device replaces the lock itioned between each spring washer and outer
plate. The worm meshes with the adjusting ring. cover (Fig. 2.15).
One end of the spring is located in a hole formed When the clutch pedal is fully depressed, the disc
in the release lever hub whilst the other end is in will be squeezed between the clutch release bearing
contact with the worm. Each time the clutch is housing and the gearbox bearing housing, causing
engaged and disengaged, the release lever move- the input spigot shaft to slow down or stop. The
ment will actuate the spring. Consequently, once hub and spring washer combination will slip with
the driven plates have worn sufficiently, the respect to the cover if the applied torque load
increased release lever movement will rotate the exceeds 34 Nm, thus preventing the disc brake
worm which in turn will partially screw round the being overloaded.
adjusting ring to compensate and so reset the pos- In general, the clutch brake comes into engage-
ition of the release levers. ment only during the last 25 mm of clutch pedal
51
Fig. 2.16 Multiplate hydraulically actuated clutches
travel. Therefore, the pedal must be fully depressed up with the input and output splined drive members
to squeeze the clutch brake. The clutch pedal should respectively (Fig. 2.16). When these plates are
never be fully depressed before the gearbox is put squeezed together, torque will be transmitted from
into neutral. If the clutch brake is applied with the the input to the output members by way of these
gearbox still in gear, a reverse load will be put on the splines and grooves and the friction torque gener-
gears making it difficult to get the gearbox out of ated between pairs of rubbing surfaces. These steel
gear. At the same time it will have the effect of trying plates are faced with either resinated paper linings
to stop or decelerate the vehicle with the clutch brake or with sintered bronze linings, depending whether
and rapid wear of the friction disc will take place. moderate or large torques are to be transmitted.
Never apply the clutch brake when making down Because the whole gear cluster assembly will be
shifts, that is do not fully depress the clutch pedal submerged in fluid, these linings are designed to
when changing from a higher to a lower gear. operate wet (in fluid). These clutches are hydraul-
ically operated by servo pistons either directly or
indirectly through a lever disc spring to multiplate,
2.11 Multiplate hydraulically operated automatic the clamping load which also acts as a piston return
transmission clutches (Fig. 2.16) spring. In this example of multiplate clutch utiliza-
Automatic transmissions use multiplate clutches in tion hydraulic fluid is supplied under pressure
addition to band brakes extensively with epicyclic through radial and axial passages drilled in the out-
compound gear trains to lock different stages of the put shaft. To transmit pressurized fluid from one
gearing or gear carriers together, thereby providing member to another where there is relative angular
a combination of gear ratios. movement between components, the output shaft
These clutches are comprised of a pack of annular has machined grooves on either side of all the radial
discs or plates, alternative plates being internally supply passages. Square sectioned nylon sealing
and externally circumferentially grooved to match rings are then pressed into these grooves so that
52
when the shaft is in position, these rings expand and lower speed range, the necessary extra clamping
seal lengthwise portions of the shaft with their cor- thrust being supplemented by the centrifugal force
responding bore formed in the outer members. at higher speeds.
The release levers are made with offset bob
Front clutch (FC) weights at their outer ends, so that they are centri-
When pressurized, fluid is supplied to the front fugally out of balance (Fig. 2.17). The movement
clutch piston chamber. The piston will move over due to the centrifugal force about the fixed pivot
to the right and, through the leverage of the disc tends to force the pressure plate against the driven
spring, will clamp the plates together with consider- plate, thereby adding to the clamping load. While
able thrust. The primary sun gear will now be the thrust due to the clamping springs is constant,
locked to the input turbine shaft and permit torque the movement due to the centrifugal force varies as
to be transmitted from the input turbine shaft to the square of the speed (Fig. 2.18). The reserve
the central output shaft and primary sun gear. factor for the thrust spring can be reduced to 1.1
compared to 1.4±1.5 for a conventional helical coil
Rear clutch (RC) spring clutch unit. Conversely, this clutch design
When pressurized, fluid is released from the front may be used for heavy duty applications where
clutch piston chamber, and is transferred to the greater torque loads are transmitted.
rear clutch piston chamber. The servo piston will
be forced directly against the end plate of the rear 2.13 Fully automatic centrifugal clutch
clutch multiplate pack. This compresses the release (Figs 2.19 and 2.20)
spring and sandwiches the drive and driven plates Fully automatic centrifugal clutches separate
together so that the secondary sun gear will now be the engine from the transmission system when the
locked to the input turbine shaft. Torque can now engine is stopped or idling and smoothly take up
be transmitted from the input turbine shaft to the the drive with a progressive reduction in slip within
secondary sun gear. a narrow rising speed range until sufficient engine
power is developed to propel the vehicle directly.
2.12 Semicentrifugal clutch (Figs 2.17 and 2.18) Above this speed full clutch engagement is
With this design of clutch lighter pressure plate provided.
springs are used for a given torque carrying capa- To facilitate gear changes whilst the vehicle
city, making it easier to engage the clutch in the is in motion, a conventional clutch release
53
Fig. 2.18 Semicentrifugal clutch characteristics
lever arrangement is additionally provided. This bearing forwards. This movement pulls the reactor
mechanism enables the driver to disengage and plate rearwards by means of the knife-edge link and
engage the clutch independently of the flyweight also withdraws the pressure plate through the
action so that the drive and driven gearbox member retractor springs so as to release the pressure plate
speeds can be rapidly and smoothly unified during clamping load.
the gear selection process.
The automatic centrifugal mechanism consists of 2.14 Clutch pedal actuating mechanisms
a reaction plate situated in between the pressure Some unusual ways of operating a clutch unit will
plate and cover pressing. Mounted on this reaction now be described and explained.
plate by pivot pins are four equally spaced bob-
weights (Fig. 2.19). When the engine's speed 2.14.1 Clutch pedal with over-centre spring
increases, the bobweight will tend to fly outward. (Fig. 2.21)
Since the centre of gravity of their masses is to one With this clutch pedal arrangement, the over-
side of these pins, they will rotate about their pins. centre spring supplements the foot pressure applied
This will be partially prevented by short struts when disengaging the clutch, right up until the
offset to the pivot pins which relay this movement diaphragm spring clutch is fully disengaged (Fig.
and effort to the pressure plate. Simultaneously, 2.21). It also holds the clutch pedal in the `off'
the reaction to this axial clamping thrust causes position. When the clutch pedal is pressed, the
the reaction plate to compress both the reaction master cylinder piston forces the brake fluid into
and pressure springs so that it moves backwards the slave cylinder. The slave piston moves the push
towards the cover pressing. rod, which in turn disengages the clutch. After the
The greater the centrifugal force which tends to pedal has been depressed approximately 25 mm of
rotate the bobweights, the more compressed the its travel, the over-centre spring change over point
springs will become and their reaction thrust will has been passed. The over-centre spring tension is
be larger, which will increase the pressure plate then applied as an assistance to the foot pressure.
clamping load. Adjustment of the clutch is carried out by adjust-
To obtain the best pressure plate thrust to engine ing the pedal position on the master cylinder push
speed characteristics (Fig. 2.20), adjustable reactor rod.
springs are incorporated to counteract the main
compression spring reaction. The initial compres- 2.14.2 Clutch cable linkage with automatic
sion length and therefore loading of these springs is adjuster (Fig. 2.22)
set up by the adjusting nut after the whole unit has The release bearing is of the ball race type and is
been assembled. Thus the resultant thrust of both kept in constant contact with the fingers of the
lots of springs determine the actual take-up engine diaphragm spring by the action of the pedal self-
speed of the clutch. adjustment mechanism. In consequence, there is
Gear changes are made when the clutch is disen- no pedal free movement adjustment required
gaged, which is achieved by moving the release (Fig. 2.22).
54
Fig. 2.19 Fully automatic centrifugal clutch
55
Fig. 2.20 Fully automatic centrifugal clutch characteristics
When the pedal is released, the adjustment pawl whenever the driver depresses the clutch pedal
is no longer engaged with the teeth on the pedal or maintains the pedal in a partially depressed
quadrant. The cable, however, is tensioned by the position, as may be necessary under pull-away
spring which is located between the pedal and conditions. Movement of the clutch pedal is imme-
quadrant. As the pedal is depressed, the pawl diately relayed by way of the servo to the clutch in
engages in the nearest vee between the teeth. The proportion to the input pedal travel.
particular tooth engagement position will gradu- As the clutch's driven plate wears, clutch actu-
ally change as the components move to compensate ating linkage movement is automatically taken up
for wear in the clutch driven plate and stretch in the by the air piston moving further into the cylinder.
cable. Thus the actual servo movement when the clutch is
being engaged and disengaged remains approxi-
2.14.3 Clutch air/hydraulic servo (Fig. 2.23) mately constant. In the event of any interruption
In certain applications, to reduce the driver's foot of the air supply to the servo the clutch will still
effort in operating the clutch pedal, a clutch air/ operate, but without any servo assistance.
hydraulic servo may be incorporated into the actuat- Immediately the clutch pedal is pushed down,
ing linkage. This unit provides power assistance the fluid from the master cylinder is displaced into
56
Fig. 2.22 Clutch cable linkage with automatic adjuster
the servo hydraulic cylinder. The pressure created and so opens the exhaust valve. Compressed air
will act on both the hydraulic piston and the reac- in the air cylinder will now transfer to the reaction
tion plunger. Subsequently, both the hydraulic plunger chamber. It then passes through the
piston and the reaction plunger move to the right exhaust valve and port where it escapes to
and allow the exhaust valve to close and the inlet the atmosphere. The released compressed air from
valve to open. Compressed air will now pass the cylinder allows the clutch linkage return spring
through the inlet valve port and the passage con- to move the air and hydraulic piston assembly back
necting the reaction plunger chamber to the com- to its original position in its cylinder and at the
pressed air piston cylinder. It thereby applies same time this movement will be relayed to the
pressure against the air piston. The combination clutch release bearing, whereby the clutch operat-
of both hydraulic and air pressure on the hydraulic ing mechanism moves to the engaged drive position
and air piston assembly causes it to move over, this (Fig. 2.23(a)).
movement being transferred to the clutch release
bearing which moves the clutch operating mechan- 2.15 Composite flywheel and integral single plate
ism to the disengaged position (Fig. 2.23(d)). diaphragm clutch (Fig. 2.24)
When the clutch pedal is held partially This is a compact diaphragm clutch unit built as
depressed, the air acting on the right hand side of an integral part of the two piece flywheel. It is
the reaction plunger moves it slightly to the left designed for transaxle transmission application
which now closes the inlet valve. In this situation, where space is at a premium and maximum torque
further air is prevented from entering the air transmitting capacity is essential.
cylinder. Therefore, since no air can move in or The flywheel and clutch drive pressing acts as a
out of the servo air cylinder and both valves are support for the annular flywheel mass and func-
in the lapped position (both seated), the push rod tions as the clutch pressure plate drive member.
will not move unless the clutch pedal is again The advantage of having the flywheel as a two
moved (Fig. 2.23(c)). piece assembly is that its mass can be concentrated
When the clutch pedal is released fluid returns more effectively at its outer periphery so that its
from the servo to the master cylinder. This permits overall mass can be reduced for the same cyclic
the reaction plunger to move completely to the left torque and speed fluction which it regulates.
57
Fig. 2.23 (a±c) Clutch air/hydraulic servo
58
Fig. 2.24 Integral single plate clutch and composite flywheel
The diaphragm spring takes the shape of a assembled and therefore applies on axial thrust
dished annular disc. The inner portion of the disc between the pressure plate and its adjacent
is radially slotted, the outer ends being enlarged flywheel/clutch drive pressing. With this spring
with a circular hole to prevent stress concentration leverage arrangement, a larger pressure plate and
when the spring is deflected during disengagement. diaphragm spring can be utilised for a given overall
These radial slots divide the disc into many diameter of clutch assembly. This design therefore
inwardly pointing fingers which have two func- has the benefits of lower pedal effort, higher trans-
tions, firstly to provide the pressure plate with mitting torque capacity, a highly progressive
an evenly distributed multileaf spring type thrust, engagement take-up and increased clutch life com-
and secondly to act as release levers to separate pared to the conventional push type diaphragm
the driven plate from the sandwiching flywheel clutch.
and pressure plate friction faces. The engagement and release mechanism consists
To actuate the clutch release, the diaphragm of a push rod which passes through the hollow
spring is made to pivot between a pivot spring gearbox input shaft and is made to enter and con-
positioned inside the flywheel/clutch drive pressing tact the blind end of a recess formed in the release
near its outer periphery and a raised circumferen- plunger. The plunger is a sliding fit in the normal
tial rim formed on the back of the pressure plate. spigot bearing hole made in the crankshaft end
The engagement and release action of the clutch is flange. It therefore guides the push rod and trans-
similar to the pull type diaphragm clutch where the fers its thrust to the diaphragm spring fingers via
diaphragm is distorted into a dished disc when the release plate.
59