Clutches

Reference realised by:

• Barabas Tudor
• Dorobantu Cristi
• Popa Daniel
• Solomon Vlad

Group 1LF761 – AE

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 1. Puropose, destinations, imposed conditions and
classification
The clutch is part of the car's transmission which is interposed between the engine and
the gearbox, representing the moment transmission machine element from the crankshaft
to the gearbox.

The purpose of the clutch are as follows:

• allows the vehicle to start progressively engaging the engine that is in operation
with the other transmission organs which, at that moment, are stationary;
• allows coupling and uncoupling the engine from the transmission when the engine
is runing or when changing gears;
• protects the other transmission organs from overloading;

The clutch has to meet certain conditions, namely:

• to allow a complete disengage of the transmission with respect to the engine as
quickly as possible, so that the steps can be changed without shocks;
• to decouple with minimal effort from the driver, but without a pedal race greater
than 120-200 mm. The pedal force required for uncoupling should not exceed 150
N on passenger cars and 250 N on trucks and buses;
• driven parts have a lesser weight for changing gears without shocks
• be progressive enough to avoid sudden starting of the car;
• to ensure in the coupled condition a perfect connection between the motor and the
transmission;
• to permit the removal of the heat that occurs during the coupling process by
slipping of the friction surfaces;
• to cushion the vibrations that occur in the transmission;
• to have a simple and cheap construction;
• be as easy to maintain and easy to adjust as possible and provide safety;

Clutches are classified according to the operating principle and the type of the
control mechanism.
According to the principle of operation the clutches can be: mechanical,
hydrodynamic, combined and electromagnetic.
According to the type of the control mechanism, the clutches can be: mechanical,
hydraulic, pneumatic and electric.
After the order execution, the clutches can be: non-automatic and automatic.

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 2. Mechanical clutches
a) Introduction
The operating principle. The mechanical clutch operation is based on frictional
forces that occur between two or more pairs of surfaces under the action of a pushing
force.
The component parts of a clutch are grouped as follows: the driving part; the driven
part; and the actuation mechanism. The clutch driving part is rotatable with the engine
flywheel, and the driven part with the clutch shaft. The driven disc is pulled by the
pressure disk on the engine flywheel due to the force developed by the springs. The driven
disc can move axially on the clutch shaft grooves for increasing the friction coefficient. The
pressure disk is rotatable with the flywheel through the housing.
he driving part of the clutch consists of: the flywheel, the pressure disc, the housing
and the pressure springs.
The driven part consists of: the disc driven by the friction linings and the clutch
shaft.
By friction that arises between the flywheel contact surfaces and the pressure disk
on one side and the surfaces of the disc driven on the other side, the engine torque is
transmitted to the primary shaft of the gearbox and further through the other
transmission parts s to the driven wheels. If the clutch control pedal is pressed, the force is
transmitted by the fork lever to the pressure disc sleeve and overcoming the force
generated by the springs, the friction disc is overcoming and the engine moment is not
transmitted further; this represent the clutch disengaged position. Reconnecting the
clutch is done by smoothly releasing the pedal, after that the springs will press again the
pressure disc on the driven disc which also will press on the flywheel.
As long as there is no high pressure between the discs and the flywheel surfaces,
the friction force between these surfaces will be small. In this case, the clutch will not be
able to transmit the entire engine torque and consequently there will be a slip between the
flywheel and the driven disc, so the disc will have a lower engine speed. This is the slipping
period of the clutch. In this case, just a part of the engine moment will be transmitted by
the clutch. During the slipping of the clutch, a part of the mechanical energy is converted
into thermal energy, and the clutch gets warmer, producing a faster wear. When the clutch
pedal is fully released, the pulling force developed by the springs is large enough to fully
transmit the engine torque.

Classification of mechanical clutches. Mehanical clutches used in automobile

industry are classified according to several criteria:

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 • According to the geometric shape of the friction surfaces, the clutches can be: with
discs, swaths or cones.
• After the number of pressure springs and their layout, the clutches can be: with
multiple springs disposed peripherally or with a single central spring.
• After the number of discs driven, the clutches can be: with a disc, two discs or
multiple discs.
• According to the obtaining way of the pushing force, the clutches can be: simple,
semicentrifugal or centrifugal.
• After the working conditions of the friction surfaces, the clutches can be: dry or in
oil.
• According to the type of the control mechanism, the clutches can be actuated:
mechanically, hydraulicaly, with a servomechanism or automated.
• After the deburring mode, the clutches can be: manual, semi-automatic or
automatic.

b) Monodisc clutch with central diaphragm

For some types of clutches, the role of the pressure springs is accomplished by a
diaphragm-like centerpiece made up of a thin disk, radial cuts. This diaphragm type spring
is concave and fulfills both the role of the peripheral springs and of the detach levers.
Figure 1 shows the structure of a dry mechanical passenger car friction clutch. As
a rule, this consists of an output-side clutch disk with friction linings that are arranged
between a pressure plate and the flywheel or the secondary side mass of a dual mass
flywheel. In this regard the clutch disk is connected torque proof to the transmission input
shaft, and in the case of a conventional damped clutch disk it is equipped with spring
assemblies. Flywheel and pressure plate rotate together with engine speed. Without
applying actuation the pressure plate is pressed against the clutch disk via a dia-phragm
spring, which induces the normal force FN, which in turn determines the trans-ferable
clutch torque.

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Fig. 1 Structure and function-mechanical passenger car friction clutch with diaphragm
spring.

Fig. 2 Force Force

progression when
disengaging and engaging
a manually activated dry
clutch

When
disengaging, the
diaphragm spring is
loaded via the clutch release bearing and the pressure plate is lifted off the clutch disk. In
this process, the spring characteristic determines the force in the clutch pedal for a
manual transmission. The design of the clutch release force significantly determines the
dosability and thus the comfort and the vehicle characteristics. As a rule, the goal is to
present a virtually linear increase in the clutch release force with the release distance,
until the clutch is completely disengaged. This status is indicated to the driver via a drop
in actuation force (drop-off). When reengaging, the actuation force until reaching the so-

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 called kiss point (the linings barely contact) should increase slightly and then drop off
again, to give the driver feedback concerning the clutch status. The force level when
engaging should be less than it is when disengaging, in order to prevent kickback of the
pedal.

The system presented in Fig. 1 is a push-actuated clutch, because the clutch

release bearing is pushed toward the clutch to disengage the clutch.

c) Monodisc clutch with peripheral spiral springs

Figure 2 shows the construction of a single monodisc clutch with peripheral
springs.

Figure 2.
Components of the clutch:
1. Clutch shaft
2. Flywheel
3. Supplementary spring part
4. Friction seal
5. Driven disk
6. Pressure disk
7. Joints with needle bearings

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 8. Joints with needle bearings
9. Clutch case
10. Gripping spring declutching ring
11. Joint fork of the declutching levers
12. Declutching levers
13. Pressure bearing
14. Lubricating tube
15. Carter
16. Declutching sleeve
17. Declutching bearing case
18. Disk
19. Fixing screw
20. Pressure spring
21. Bossage
22. Thermo-insulating seal
23. Declutching ring
24. Friction seal of the damper
25. Flywheel carter
26. Flange
27. Declutching fork
28. Rod
29. Pump
30. Counter-nut
31. Nut
32. Connection pipe
33. Main Pump
34. Bailout protection
35. Pedal support
36. Pedal lever

The components of the clutch are grouped into: driving parts, driven parts and
control mechanism.
Driving elements are: the flywheel, together with the housing, the pressure disc,
the pressure springs and the declutching levers. The pressure disk is rotating with the
flywheel and can move axially. The springs , which make the pressing force of the friction
surfaces, are placed between the pressure disc and the clutch housing. The declutching
levers are provided with two joint points: one in the pressure disk and the other in the
housing.

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 The clutch driven parts are: the driven disc and the clutch shaft. The driven disc is
placed between the flywheel and the pressure disk and can move axially onto the clutch
shaft provided with grooves just like the disc hub. Two friction seals with a high friction
coefficient are fastened on the driven disk.
The control mechanism consists of the clutch and the clutch pedal.
On declutching press the clutch pedal and the rod moves to the right and the
declutching fork pushes the declutching sleeve to the left. The pressure bearing presses on
the inner ends of the declutching levers, and they rotate around the hinge points on the
casing. In this way, the declutching levers move the pressure disk to the right, compressing
the springs. Since the driven disc is no longer pressed on the flywheel, the transmission of
the torque from the engine to the gearbox is interrupted. When engaging , raising the foot
on the pedal, the release fork is brought back to the initial position by a return spring and
with it the pressure bearing.
As the inner ends of the declutching levers stop acting on the pressure bearings,
the pressure springs are relaxed and are pressing again on the pressure disc ,the driven
disk and the flywheel.
While the clutch is engaged, there is a need for 2-4 mm of play between the
pressure bearing and the inner ends of the declutching levers. This play allows for a secure
clutch coupling even when the friction seals are worn within acceptable limits . Also, this
play also allows the pressure bearing not to rotate while the clutch is engaged, thereby
reducing its wear.

d) Bidisc clutch with spring diaphragm

The dimensions of the friction linings are limited by the dimensions of the engine
and also the friction coefficient is limited. Likewise, the force of the spring pressure can not
exceed a certain value, because with its increase the magnitude of the springs increases
and the specific pressure between the discs can exceed the admissible limit. Due to these
conditions the clutch operation becomes heavy and the clutch dimensions increase
considerably, if a great moment must be transmitted. For these reasons, for transmitting
moments greater than 80 daNm, the number of friction surfaces is increased by using
multiple disc clutches. Of these, the most commonly used are the twin-disc clutches.

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 The weight of such a clutch can reach about
0.7% of the total weight of the vehicle.
Disconnecting the clutch is done by moving
the pressure disk to the right with help of the
release levers via the screws(6), releasing the
driven disc. At the same time, the pressure disk is
off the disc driven by the springs fitted between
the disc and the flywheel.
To limit the axial displacement of the
pressure disk for not to cause a pushing of the
driven disc to the pressure disk, between them are
provided some support screws(12) in the housing.
The spring(16) returns the pressure bearing
to the initial position after releasing the clutch
pedal.
The releasing levers have the outer ends
fixed by the pressure diskl through the screws(6).
The nut 7 serves to adjust the clearance between
the pressure bearing and the inner ends of the
release levers.
The clutch housing is provided at the
bottom with an oil drain hole. In this hole was inserted a pin (14), which during the
vibrations that appear in the car does not allow the hole to get sunk witg dirt.

Where:
• 1, 2 – driven disks;
• 3, 4 – pressure disks;
• 5 – flywheel;
• 6 – screews;
• 7 – nut;
• 8 – thermo insulated gasket;
• 9 – helical springs;
• 10 – housing;
• 11 – studs;
• 12 – support screws;
• 13,16 – springs;
• 14 – pin;
• 15 – release levers;

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 e) Visco clutch
The Visco clutch is part of the Visco fan. If has the task of creating the frictional
connection between the drive and the fan wheel depending on temperature, and thus
influencing its speed. There is a plastic fan attached to the clutch which generates the air
flow as required. Visco fans are mainly used in cars with longitudinally- mounted large-
capacity engines and in trucks.

Design/Function

The Visco clutch is usually driven directly by the engine via a shaft (Fig. 1). If no
cooling air is required, the Visco clutch switches off and continues to run at a lower speed.
As requirements increase, silicone oil flows from the storage area into the working area.
There, the drive torque is transferred to the fan, the continuously variable speed of which
is set automatically on the basis of the operating conditions by means of wear-free
viscous friction. The switching point is around 80 °C. In the case of conventional Visco
clutches, the air expelled by the fan meets bi-metal (Fig. 2), the thermal deformation of
which has the effect of opening and closing a valve via a pin and valve lever. Depending on
the valve position and thus the amount of oil in the working area, the transferred torques
and fan speeds are set. The amount of oil required is 30 – 50 ml (passenger car). Even with
the working area completely full there is a difference between the speed of the drive and
that of the fan (slip). The heat produced is dissipated to the surrounding air via the cooling
ribs.

In the case of the electrically triggered Visco clutch, control takes place directly via
sensors. A regulator processes the values and a pulsed control current carries these to the

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 integrated electromagnet. The defined guided magnetic field regulates the valve which
controls the internal oil flow via an armature. An additional sensor for fan speed completes
the regulator circuit.

Electronically-controlled Visco clutch:

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Effects of failure

A faulty Visco clutch can become noticeable as follows:

• Increased engine temperature or coolant temperature

• Heavy noise development
• Fan wheel continues to run at full speed under all operating conditions

The following can be considered as possible causes:

• Lack of frictional connection through leaking oil

• Loss of oil due to leak
• Soiling of the cooling area or bi-metal
• Internal damage (e.g. control valve)
• Bearing damage
• Damaged fan wheel
• Permanent full frictional connection due to faulty clutch
• Troubleshooting

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Test steps towards recognising faults:

• Check the level of coolant and the antifreeze content

• Check the Visco clutch with regard to outer soiling and damage
• Check the bearing for play and noises
• Make sure no oil is leaking
• Check the Visco clutch by turning it by hand with the engine switched off. With the
engine cold, the fan wheel should be easy to turn and with the engine hot it should be
hard to turn.
• If possible check the slip of the clutch using speed comparison between the speeds of
the fan and the drive shaft. With full frictional connection, the difference may only be
max. 5% for directly driven fans. An optical speed measuring device with reflective
strips is suitable for this purpose (Fig. 3)
• Check the electrical connection (electronically- triggered Visco clutch)
• Check air cover/air baffle plates
• Make sure there is enough air flowing through the fan

f) Haldex clutch
Electro-hydraulic clutch
• Pre-emtive and immeadiate response ,enabler for disconnect drivelines
Integrated control module
• Reduces vehicle level complexiy
• Proven controls and vehicle system integration and wide range of vehicle handlin
characteristics

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 3. Hydrodinamic clutches
Hydrodynamic clutches work on the principle of rotating hydraulic machines and
consist in a combination of a centrifugal pump and a turbine in a single aggregate, using a

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liquid as a transmission agent. These are used in some types of modern automobiles due
to some advantages: smoother start of the vehicle or direct drive at very low speeds.
It consists of a pump rotor, mounted on the engine shaft instead of the flywheel
and the turbine rotor, mounted
on the driven shaft. The two
components have flat radial
blades on the outside. The
entire assembly is enclosed in
a sealed housing with a
proportion of 85% mineral oil
for turbines.

When the engine starts to work, it will also train the pump rotor and the oil that is
found between its blades, under the action of centrifugal forces is pushed to the periphery
and forced to move in the direction of the arrow, so the oil will pass from the pump rotor to
the turbine rotor and pressing on his moving blades. At starting when the vehicle is not in
motion, the turbine rotor speed is zero. At a speed of the turbine rotor equal to the pump
rotor, the particles will no longer circulate, since the two centrifugal forces will be equal.
The particles will pass from the pump rotor to the turbine rotor only if the turbine rotor
rotates slower than the pump rotor.
The slippage causes the hydraulic clutch to transmit a certain moment to the
vehicle's running system and never made possible a completely disengagement between
the transmission and the engine. This is the reason why changing the gears is difficult. For
this reason, at vehicles with stepped gearboxes, the hydraulic clutch is used together with
an auxiliary mechanical clutch to ensure a complete disengagement between the engine
and the transmission. The use of the hydraulic clutch without the mechanical clutch is only
allowed for vehicles equipped with planetary gearboxes, where gear shifting is done by
braking some planetary gear elements.
Hydrodynamic clutches have the following advantages: they give the vehicle a
smoother start, allow direct-to-low-speed travel and cushions the swinging oscillations.

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 Types of hydrodinamic cluthes:
a) Simple hydrodinamic clutch
b) Hydrodinamic clutch with reservoir and deflector
c) Hydrodinamic cltuch with reservoir and central core

Where:
• P – the pump
• T – the turbine
• R – reservoir
• D – deflecting disk

4. Electromagnetic clutches
To ease the driving of vehicles there are used automatic clutches, alongside
hydrodynamic automatic gearboxes. In this category are included electromagnetic
clutches.
The construction of these clutches may vary depending of the way in which the
connection between the driving and driven part is realized:
• clutches with magnetic filling, in which case the connection of the driven part with
the driving part is realized by magnetizing the powder that fills the interior cavity
of the clutch;
• clutches without magnetic powder, in which case the coupling force is given by an
electromagnet supplied with energy by the vehicle power source;
In the clutches with magnetic powder the working body is represented by the iron
magnetic powder, which is stored in a annular shaped space. This space which links the
driving part of the clutch to the driven part is placed between the poles of an
electromagnet. By connecting the excitation winding, supplied by the electric current from
the battery, the powder particles are concentrating along the magnetic force lines, forming
magnetic chains which are stiffening the powder, transforming it into a solid body.

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 The coupling system is incorporated into the flywheel, made out of steel, and
forming, with the disc, the magnetic circuit of the clutch.
Between the interior wall of the flywheel and the clearance of the disc it is placed
the excitation coil, supplied with the electric current of the vehicle, with which is connected
by contact ring. This ring is protected by the isolation cover on which is also mounted the
graphite copper brush. Between the interior wall of the flywheel and the solidary disc it is
realized a work space in which it is placed the superior edge of the driven element made
out of thin steel sheets and, which helped by the its grooved hub, is mounted on the
primary shaft of the gearbox.
The magnetic powder is kept in the work space by the protection gasket of the
bushing. The grooved end of the primary shaft is rested on the bearing. The edge of the
flywheel has a toothed crown which is driven by the pinion of the starting motor.
As magnetic powder it is generally used carbonic iron. The engine torque
transmitted by the clutch can be adjusted progressively, depending on the intensity of the
electric current which is passing through the excitation coil. Thus, when the engine is
running in neutral the voltage of the current generator is not enough to engage the clutch
and the electrical current which is going into the excitation coil has a low value, which is
making the clutch to remain disengaged. As the angular speed of the engine is rising, the
voltage of the generator is also rising and the clutch is engaging smoothly. The smooth
engaging qualities are not changing through long exploitation time; not being necessary to
adjust the plays, the dynamic stresses of the transmission remain small. Also, because
there is no friction between coupling parts, the wear of tis clutch is very small.
The main disadvantage of this type of clutches is the big inertia moment of the
driven part which is making the change of the gears more difficult. This disadvantage may
be eliminated by using a thin driven disc with a small inertia moment. Another problem is
keeping the ferromagnetic and anticorrosive properties of the powder for a long period of
time.
For the electromagnetic clutches without powder the coupling effect is obtained by
the union of the flywheel with the driven disc mounted on the primary shaft of the
gearbox on which grooves it is moving.
Into a circular recess of the iron core it is placed the excitation coil, supplied with
electric current through a sliding contact. When the current is passing through the
excitation coil it is created an electromagnetic field, because of which the inducted is
attracted to the core, overwhelming the tension of the spring. By the initial friction, at the
beginning of the coupler and then by the union of the flywheel with the inducted, the
engine torque is transmitted to the gearbox. When the electric current is interrupted, the
electromagnetic field disappear, the inducted will be removed from the core, pushed by the
spring, and the clutch will disconnect the engine from the gearbox.

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 Even though the construction of this clutch is simple the main disadvantage is the
fast wear, because the core and the magnetic inducted are made out of soft steel.
Also the inertia force of the driven disc is big, which determine a cumbersome
change of gears, is another disadvantage of tis construction. To remove thin inconvenient,
and also to enlarge the wear resistance of the friction surfaces it is used a solution in
which the driven disc is slightly pressed between the flywheel and the disc which are
made out of soft steel. The mass of the driven disc being small, the remaining magnetism
is also small and when the clutch is disengaging the driven disc is pushed by the lamellar
spring mounted on the disc.
The most efficient method to obtain a bigger wear resistance of the friction
surfaces is to use friction gaskets, asbestos based or ceramic-metallic based. In this case
though, the adding necessary for the wear of the friction gaskets leads to apparition of a
bigger play between core and inducted. The presence of air in this space enlarges the
magnetic resistance of the system and leads to bigger dimensions and weight of the
clutch.

1-flywheel 14-crankshaft
2-crown 15-disc
3-coil
4-plaque
6-intermediate plaque
7-friction plates
8,11-collecting brushes
9-primary shaft of the gearbox
10,12-collecting rings
13-pressure plate

5. Combined clutches
To enhance conformability, some modern vehicles use the combined clutches,
which allow them to be autonomous.
The most common combined clutches are hydraulic-mechanical and
electromagnetic-mechanical clutches.

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 6. Actuating mechanisms of the clutch
In order to be able to perform this role, clutch actuating systems must meet a
number of requirements: to ensure rapid engagement and rapid release; the force applied
to the pedal should be as small as possible; to ensure automatic clearance compensation
due to normal clutch wear; to have a simple and safe construction when it is about use.
From a constructive point of view, the actuating systems can be:
• Mechanical actuating system
• Hydraulic actuating system

Mechanical actuating systems

In the modern versions,
the mechanical control is done
by a cable, the action of the
decoupling sleeve being made by
the driver by pressing the clutch
pedal.
Where:
• 1 – pedal;
• 2 – cable;
• 3,6,7 – elastic
assemblies;
• 4 – vehicle floor;
• 5 – sheath;
• 8 – clutch housing;
• 9 – realising fork;
• 10 – realising lever;
• 11 – adjusting device;
• 12 – spring;

The adjustment of the free stroke between the release sleeve and the clutch
mechanism is achieved with a screw-nut device provided with a locking nut. Controlling
the adjustment value is achieved by the fork or pedal displacement because the release
sleeve is not accessible. The return of the pedal after release is done under the action of
the return spring.
Modern mechanical actuating systems are provided with automatic adjustment
devices.

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 Hydraulic actuating systems
Hydraulic clutch control, have the same principle of construction and operation with
the hydraulic brake control.
The following figure shows the overall
construction of a hydraulic actuating system.
The clutch pedal acts on the hydraulic control
valve piston. Through a flexible pipe, the oil
from the pump is sent to the receiving
cylinder, whose piston acts on the fork
attached on the decoupling sleeve.
Where:
• 1 – fork;
• 2 – receiver cylinder;
• 3 – piston;
• 4 – pedal;
• 5 – reservoir;
• 6 – flexible pipe;

The system has the advantage of the multiplier effect obtained by adopting a
diameter for the receiver cylinder higher than the one of the pump’s command cylinder.
To increase the reliability of the receiver cylinder and to increase the durability of
the bearing from the release sleeve, the integration of the receiver cylinder into the
realising sleeve have led to the fork suppression.
The axial displacement of the pressure bearing is made under the piston action
from the receiver cylinder, integrated into the bushings. Pressure fluid is accessed through
the connection 5, the sealing
being provided by the self
levelling front seal. The
compression spring keeps the
bearing constantly pressed
against the diaphragm spring.
Where:
• 1 – clutch control
support;
• 2, 8, 20, 45 – screws;
• 3, 12, 29, 32, 47 –
washers;
• 4, 9, 21, 46 – nuts;

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 • 5 – pedal;
• 7 – spring support;
• 10 – pedal pin;
• 11 – bearing;
• 13 – elastic ring;
• 14 – pin;
• 16 – bush;
• 12, 24 – pins;
• 18, 19, 27, 48 – springs;
• 22 – piston rod;
• 23 – pin;
• 25 – command cylinder;
• 26 – cylinder body;
• 28, 31 – piston gaskets;
• 29 – compensation washer;
• 30 – piston;
• 33 – fuse;
• 35, 42 – sealing ring;

7. Others
a) Used material
Friction seals use asbestos-based materials or metalloceramic
materials.Asbestos-based gaskets have a high coefficient of friction, withstand
temperatures of 200 °C, without changing their characteristics and wear-resistant.
Seals of metalloceramic materials have better heat accounting than those based on
asbestos, high friction coefficient, higher wear resistance, but fragile. Metalloceramic
materials are made of metal powders by sintering.
The friction seals have a thickness of 3-4 mm depending on the clutch destination.
The rivets used to fix the friction seals are of the choked-head type, of soft steel,
copper or aluminum. The diameter of the rivets is usually 4 to 6 mm.
The driven disc is made of carbon steel with a medium or large carbon content and
has a thickness of 1 ... 3 mm.
The pressure discs are made of gray cast iron with a hardness of 170..230 HB. It is
rarely made of alloy cast with Cr, Ni and Mo.
Peripherally arranged pressure springs are made from the arc hotel and the arc
diffused in the arc.

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 The coupling levers are made: by forging carbon steel, then cyanise and crumbling
in oil; by molding from the hotel with high carbon content, then crumbling in oil.

b) Explotation defects
The exploitation defects of the clutch may manifest as:
• the clutch slips or it does not
engage
• the clutch does not disengage
• the clutch engages with jolts or
makes noises

The clutch slips or does not engage.

This defect consists in an enlargement of
the engine speed even though the speed of the vehicle remains the same or it is getting
smaller. This defect may be the cause of some malfunctions of the system as:
• the free travel of the clutch pedal is not adequate
• presence of oil on the friction gaskets
• weakening or unquenching of the pressure spring
• heavy wear of the friction gaskets

The free travel of the clutch pedal, refers to the situation in which the travel does
not exist at all. Due to this, the bearings press permanently on the release levers, which
causes faster wear and reduces pressure from the pressure disc on the driven disc as the
clutch engages incompletely. As a result of long slip, the clutch gets very hot, leading to:
burning of friction fittings, unquenching of the pressure springs, lifting and deformation of
the pressure disc. The defect is eliminated by adjusting the free travel of the clutch pedal
to the value specified by the manufacturer.
Presence of oil on the friction gaskets, is due to its penetration into the clutch due
to engine oil loss on the main shaft, excessive lubrication of the pressure bearing or
exceeding the oil level in the gearbox. Existence of oil on the surfaces of the driven disc
reduces friction by 40-50% and the clutch is skidding. The defect is eliminated by washing
gas friction gaskets, or if they have been soaked with oil are replaced. At the same time,
the cause of the oil in the clutch must be eliminated.
The weakening or unquenching of the pressure springs is the result of long-
lasting overheating. To remove the fault, remove the clutch, check the rigidity of the
pressure springs and replace the weak ones. Improved wear of friction fittings is due to

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inadequate or prolonged use of the clutch. Worn seals over the permissible limit are
replaced.
The clutch does not disengage. The defect is manifested when the gears change,
the crankshaft is not disconnected from the gearbox, the transmission being accompanied
by a strong noise, especially when attempting to climb the step I. Causes may be:
excessive free travel, deformation of the friction disc, breaking or breaking of the release
levers, deformed or deformed diaphragm arc, leakage at hydraulic control.
Exploiting the car for a longer time with a clutch that does not completely
disengage will result in premature wear of the gearbox’s gears.
The clutch engages with jolts or loud noises. The defect is due to the following
causes: breaking the pressure disk, loosening or breaking the driven disc springs, breaking
the friction lining fastening rivets, breaking or tearing. The pressure disk burst may occur
due to inappropriate manufacturing, overheating and defective driving. The remedy
consists of replacing the pressure disk.

c) Maintanance
Clutch maintenance works are: lubrication of the pressure bearings, grease
bearings only, lubrication of the bushings, checking and adjusting the free pedal travel,
adjusting the play between the pressure bearing and the clamping levers.
The frequency of clutch maintenance operations is shown in next table:
Assignment Periodicity, equivalent în
km
Control and restore the fluid level in the hydraulic actuator Daily: The tank must be ¾
reservoir full of liquid
Checking whether the vent hole in the tank lid is plugged Daily
Lubricate the pedal spindle 5000
Verifying the tensions of the reduction springs at the pedal 10000
and the receiver cylinder
Adjust the free pedal stroke 10000

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Bibliography
• http://www.mechanexpert.com/visco-clutch/
• https://www.youtube.com/watch?v=hPM9dtCvXCQ
• https://www.youtube.com/watch?v=UwM4OqsLek4
• http://www.rasfoiesc.com/inginerie/tehnica-mecanica/AMBREIAJUL41.php

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