It is the total mechanism that transmit the power

developed of the engine going to the drive wheels

of the vehicle.
 It must engage the transmission and the smoothly.

 Once it engage the transmission, it must transmit power

entirely without slipping.

It must disengage the transmission accurately and

and quickly.
CLUTCH COVER ASSEMBLY

CLUTCH DISC

OPERATING MECHANISM
The clutch cover assembly is fitted to the flywheel of
the engine by several bolts, and rotates integrally with the
same speed as the engine.

1. COIL SPRING TYPE

1. DIAPHRAM SPRING TYPE

  The necessary clutch pedal operating force kept to a minimum.

The diaphragm spring type exerts pressure against the pressure plate
more equally than the coil spring type.

The clutch disc may be worn to a greater extent without reducing the
pressure that is applied to the pressure plate.

Unlike the coil spring type clutch, whose spring force decreases at
high speed ranges because of centrifugal force, the diaphragm spring
type clutch is free from such a problems.

Since the diaphragm spring require only a small space in the axial
direction, cooling fins can be installed on the pressure plate.

It consists of a smaller number of parts than coil spring type.

The clutch disc receives the torque of the engine and transfers it through
a splined hub to the transmission input shaft. These grooves allow cleaner
disengagement action and enhance air flow over the disc for cooling.
Dampening springs in the hub are used to absorb engine pulses.
Which is a friction material riveted into both sides of the disc
circumference.

Which receives the input shaft of the transmission

This design is employed to reduce shock when the power is connected.

Composed of clutch pedal, clutch master cylinder, clutch
Cable, release cylinder. Release bearing, clutch fork to
Operate the clutch system.

In this type of clutch, the movement of the clutch pedal is conveyed

to the clutch body directly by a cable.
In this type of clutch, the movement of the clutch pedal is
converted by the master cylinder into a hydraulic pressure
which is then transmitted to the release fork via the release
cylinder.
The clutch master cylinder consists of a reservoir, piston,
cylinder cup, valves, etc., and hydraulic pressure is generated
by the sliding action of the piston.

The clutch push rod is constantly pulled towards the clutch

Pedal pedal by the return spring.

Some commercial vehicles have a booster type master

Cylinders.
Lever that holds and moves the clutch release
bearing.
The release bearing allows the release fork to slide back
and fork along transmission front bearing retainer to
push the rotating diaphragm springs or the release lever
in the coil spring type and disengage the clutch.

Release fork
fitted
Used in hydraulic clutch to operate the release fork.
Is an assembly of gears that transmit the rotation and
Torque of the crankshaft to the drive wheels.
1.Provide greater power for starting off and climbing up hills.

2.Drive the wheels at high speed during high speed driving.

3. Drive the wheels in reverse for backing up.

It must allow easy, prompt, accurate and quiet operation.

It must transmit power smoothly and accurately, as well

as quietly.
It must be light weight, compact in design and trouble free,
and easily operated.
It must be economical and high efficient.

 It must be rugged and have high durability

It must be easily serviced

Clutch housing

Transmission case

Input shaft

Counter shaft and counter gears

Output shaft and gear

Reverse gear

Gear shift mechanism

Extension housing
It is combination transmission and differential in one unit.
 1. Key Type Synchromesh

Each speed gear is meshed with a corresponding driven gear,

and turns freely around the shaft. The clutch hub is fixed by
splines to the hub sleeve, and to the shaft. The synchronizer
rings turn freely in this condition.
2. Keyless Type Synchromesh
3. Pin Type Synchromesh
t
k n

n
The propeller shaft is a lightweight hollow carbon steel
tube which is strong enough to resist torsional- bending.
universal joint yokes are welded to both
ends of this tube.
The overhall length of each segment of the two joint type propeller shaft
is relatively great. This means that, when the propeller shaft rotating at
high speed, the shaft tends to bend sligtly and vibrate more because o
of the residual unbalance. So a higher precision balance is required
to minimize such deflection and vibration.
On the contrary, the length per shaft of the two piece, three-joint type
propeller shaft is shorter and bending due to imbalance is therefore
less. Vibration at high speeds is also reduced for the same reason.
The three-joint type propeller shaft used more often today because of
These advantages.
The purpose of the universal joint is to absorb the angular
changes brought about by changes in relative positions of
the differential in relation to the transmission, and in this
way to smoothly transmit power from the transmission to
differential.
The center bearing supports the two parts of the propeller shaft at
the middle, and is installed via flange to the splines located at the
end of the front propeller shaft (called an intermediate shaft). The
center bearing itself, consists of the rubber bushing that covers the
bearing which, in turn, support the propeller shaft, and is fitted to
the body through a bracket.
The drive shafts transmit the rotation of the engine to the wheels via

the transmission and differential. They are used on vehicles with drive

wheels that are supported by an independent suspension system.

(1) They must have a mechanism which absorbs changes
in the length of the drive shafts accompanying the up and
down movements of the wheels.

(2) Since the same wheels are used for steering and for
driving, they must be capable of maintaining the same
operating angle while the front wheels are being steered,
and they must rotate the wheels at uniform speeds.
The constant velocity joint is designed mush the same
as set of bevel
gears. Balls and grooves are used, rather than gears.
Ball and grooves connect the input and output shafts.
If the balls are placed in elongated grooves, the result
is a CV joint. This type of joint does not produce the
speed or velocity changes on the output shaft that a
cross and bearing type universal joint produces. As
you recall, when a cross and bearing universal joint is
used, there are several speed variations within each
revolution of the drive shaft.
As the tripod joint has three rollers and is simple in
designed, it costs less to manufacture. Normally, most
joints of this type are designed in such a way that they
can move in the axial direction.
This is a joint having several steel balls, which allows a
uniform speed to be maintained with a high very
accuracy.
The purpose of the differential is to transmit the torque from
The drive shaft to the axles and drive wheels of the vehicle.
On front wheel drive vehicles, the differential is located
Inside the transaxle is a part of the total assembly. Torque
Is transmitted from the engine, through the transmission
And to differential. The differential then splits the torque and
Sends it to the drive wheels.
FF MODELS
Functions:

Crankshaft rotation, after being modified by the transmission, is

further reduced by the final gear to obtain a greater torque.
-Front and rear differentials-
The differential gear assembly is designed to permit the inner
rear wheel to turn at a different speed than the other when the
vehicle is changing direction (cornering, ect.)
The drive pinion is the main input shaft to the differential. It is
Driven from the propeller shaft.

The ring gear is driven from the drive pinion. Its purpose is
To drive the remaining parts of the differential.

The differential case or carrier holds several bevel gears. The

Entire differential case is driven from the ring gear, which
Bolted to it.
These four gears are place inside the differential case. All four
Gears are mesh together. The pinion gears have a shaft
Running through their center.
A vehicle will not be able to
move when one of its wheels
freewheels in the mud, etc,
due to the function of the
differential. The LSD restrains
the function of the differential
in order to apply the power to
both wheels.
The axle supports the wheels as well as the drive shaft, therefore, the axle
varies in design according to the type of suspension and power train
1. Axle housing
2. Axle shaft
3. Bearing
4. Wheel hub
Bearings are placed between
the axle housing and the
wheel hub, and the wheel is
fitted to the wheel hub. Since
the load of the vehicle is
supported completely by the
axle housing and the axle
only needs to drive the
wheels.
A single bearing is
installed between
the axle housing
and the wheel hub,
and the wheel is
fitted directly to the
shaft. Most of the
vehicle weight is
supported by the
housing.
 Bearings are installed
between the axle housing
and the axle shaft, and the
wheels is fitted directly to
the shaft.
The shaft is required to
support all the vehicle
weight as well as lateral
loads during turning.