More about Auto clutch: transmit the torque, or turning force, from the engine to the transmission
It is designed so that the drive can be engaged and disengaged smoothly and easily. By disengaging the drive, the clutch allows the gears to be changed smoothly and it provides a temporary neutral position. This allows the transmission gears to be engaged or disengaged whilst the engine is running.
The clutch assembly is contained in the bell- housing between the engine and the gearbox. The main components of the clutch are the pressure plate, the spinner plate and the flywheel. Engagement and disengagement are carried out by means of a footpedal-operated mechanism.
There are two types of pressure plates, each of which operate differently: the coil-spring pressure plate and the diaphragm-spring pressure plate. Both types look similar from the outside. The coil-spring pressure plate is deeper than the diaphragm-spring plate, and on close inspection the different components can be seen inside.
Transmission of torque
The transmission of torque from the engine to the gearbox depends on the strength of the springs in the pressure plate and the diameter of the spinner plate. The stronger the springs and the larger the diameter of the spinner plate, the greater the torque which can be transmitted. The clutches of HGVs are up to three times the diameter of those on private cars, and they can weigh about ten times more.
The pressure plate assembly is attached to the flywheel with set screws so that it turns with the engine. The pressing plate, fitted inside the pressure plate, holds the spinner plate against the flywheel by the pressure of the coil springs. The pressing plate is attached to the cover of the pressure plate with either straps or protrusions into eyes, so that the pressing plate and the springs revolve with the engine. The spinner plate, which is clamped between the pressing plate and the flywheel, also rotates. The centre of the spinner plate is splined, and the input shaft from the gearbox is slid into the splines in the spinner plate so that the input shaft turns with the spinner plate. Therefore when the engine rotates, the gearbox input shaft also rotates.
To disengage the clutch the thrust race is pushed forwards by one of various types of mechanisms. The thrust race pushes the inner end or free end of the fingers forwards. There are usually three fingers to give even clutch operation, and these pivot on adjustable pivots so that their opposite ends move backwards, so forcing the pressing plate backwards away from the spinner plate against the spring pressure. Taking the pressure off the spinner plate allows it to spin freely between the flywheel and the pressing plate. This disconnects the drive between the engine and the gearbox.
Diaphragm-spring clutch
The diaphragm-spring clutch has the following advantages over the coil spring clutch with equivalent performance:
1 It is smaller, having one flat spring.
2 It is lighter, having less metal in it.
3 It has less moving parts to go wrong or wear.
4 Its operation is consistently smooth, having only one spring.
In the engaged position the diaphragm spring is shaped rather like a saucer. The force of the outer rim forces the pressing plate against the spinner plate. The contruction of the cover and the pressing plate is very much like those of a coil spring clutch. The cover is bolted to the flyweel and the pressing plate is connected to the cover with flexible metal straps. Thus the pressing plate and diaphragm springs rotate with the flywheel. The diaphragm spring pivots on the cover with shouldered rivets. It is against these rivets that the spring forces itself to transmit pressure to the pressing plate and the flywheel to transmit the drive.
To disengage the clutch the thrust race presses the diaphragm spring in the middle. This causes it to turn on the rivets and lift its outer rim. The lifting of the outer rim pulls the pressing plate away from the spinner plate, so allowing the spinner plate to rotate freely, disengaging the drive between the engine and the gearbox. The spinner plate and input shaft are the same with both coil- and diaphragm- spring clutches.
Spinner plate
The spinner plate consists of a steel hub which fits on the splines of the gearbox input shaft. Attached to the hub is a disc which carries the friction material, a mixture of asbestos and resin. This material has a high coefficient of friction, coupled with good wearing properties and a natural resistance to burning. The friction material is riveted onto the disc of the spinner plate.
Safety note
Asbestos is a dangerous material. The inhalation of asbestos dust can lead to cancer of the lung.
There are two types of spinner plate in common use: the solid-centre type and the spring-centre type. In the diagram it can be seen that the drive between the asbestos lining and the splined centre is solid and has no give. Also shown is a sprung-centre spinner plate, in which the drive from the friction material on the outer section is transmitted to the splined hub through springs. The springs serve two purposes:
- They absorb shock loads when the clutch engaged suddenly.
- They absorb the small fluctuations in engine speed and vibrations, giving a smooth transmission of power to the road.
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