12 Dec 2015

Name: ___A. Junid______________ Intake: ___1509A________

1. Describe the operation of a clutch system.

---
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.

A clutch assembly generally consists of the following sub-assemblies:

1) Clutch disc sub-assembly, which has:

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.

2) Clutch housing (clutch pressure plate):

This is riveted/bolted to the flywheel and houses the following:

12 Dec 2015

i) A diaphragm or coil spring sub-assembly to apply pressure on the clutch

disc. These spring assemblies have a pivot ring/mechanism to enable the
pushing motion of the thrust bearing to pull away the clutch disc from the
flywheel:

ii) A release bearing (thrust bearing) for the clutch pedal system to push
against the rotating diaphragm spring or coil spring sub-assembly.

An overall diagram of a diaphragm-type clutch system assembly is as follows.

12 Dec 2015

2. Describe the types of clutch systems.

---
Clutch axial springs may be either diaphragm type, or coil spring type:

Diaphragm type 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 general, most automobiles with a manual clutch have a diaphragm-type clutch,

which is more cost-effective.

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.

3. Collect information of troubleshooting guide of clutch system.

---
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:

i) Check for worn clutch friction material/disc:

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

iii) For hydraulic operated clutches,

a) Check for any clutch pedal system hydraulic leaks. Rectify/repair leak.
b) Replace master cylinder if necessary.
c) Check clutch fluid level. Top-up if necessary.
d) Ensure clutch hydraulic system is primed. Bleed air if necessary.
e) Ensure fluid change on schedule or test for water contamination.

If customer complains the clutch slips:

Possible causes Checks

Clutch disc Clutch disc may be contaminated by coolant / oil /
flood / rainwater

Check for water/oil/coolant leaks.

Check clutch disc installed in correct orientation

Pressure plate or flywheel Disassemble, check, replace if needed
warped
Clutch disc overheated Allow clutch to cool & recheck. Some clutch discs
that overheat become glazed & are unable to grip
anymore. Also, the spring force may be worn out
from the overheating. In which case the clutch disc
should be replaced/refurbished.
Improper linkage Readjust to ensure friction material contact
adjustment

If customer complains the clutch drags:

Possible causes Checks

Clutch disc Clutch disc may be contaminated by coolant / flood
/ rainwater.

Check for water & coolant leaks.

If grab is intermittent, check clutch symmetry for

any warpage
Loose clutch mounts / Check & torque to spec
bolts
Uneven clutch fork Check & replace if necessary
Previous driver had A driver who spends more time in partial clutch
short/fast clutch engagement may feel the clutch grabbing slightly
engagement, but immediately after the car was used by a driver who
complaining driver used the clutch for only short amounts of time.
"feathers" clutch when
engaging gears
12 Dec 2015

If customer complains of clutch noise:

Possible causes Checks

Release/throwout/thrust Check & replace if necessary. To check:
bearing or transmission
bearing 1) press clutch pedal, start the engine in Neutral,
release clutch pedal. Abnormal noise that you hear
upon clutch engagement in neutral will likely be
from the transmission bearing (see illustration
below). Replace bearing.

2) press clutch pedal only until all free play is

removed. This causes contact with the release
levers/fingers, allowing the throwout/release
bearing to rotate without disengaging the clutch. If
you hear a noise in this position, typically a
whirring or grinding sound, the
release/throwout/thrust bearing has a problem &
should be replaced.

A noise that is present throughout the clutch pedal

travel would indicate a bad throwout/release
bearing. Replace if necessary.

3) press clutch pedal to the floor. If a noise—

typically, a squealing or howling sound—occurs,
pilot bearing is probably defective. Replace.
12 Dec 2015

Flywheel too thin, causing
bolt interference
Misalignment of clutch
mounting assembly
Worn engine or
transmission mounts that
can cause noise that seem
to come from clutch
Broken cable self-adjuster
Worn / poorly lubricated
pedal system
A flywheel machined too thin may cause the disc
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
Check bolts & torque to spec
Check & rectify
Check & rectify
Check & rectify

If customer complains of hard clutch pedal:

Possible causes Checks

Pedal linkage Check for lubrication, bent/warped/jammed
linkage, worn bushings.

Check for moisture/corrosion/kinking in

mechanical cable sheath.
Hydraulic seals Check for hydraulic linkages, check for jammed
master cylinder, swollen seals (caused by
petroleum based oil contamination), swollen
hosing.
Release bearing Check for sticky throwout/release/thrust bearing,
e.g. caused by floodwater

If customer complains of soft clutch pedal:

Possible causes Checks

Hydraulic seals Check for seal damage

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

4. Describe the fundamentals of manual transmission/transaxle.

---

Manual transmission for automobiles

In principle, a manual transmission system allows the driver to select suitable

gearing between the engine and drivetrain/wheel axle.

This is achieved by:

i) Decoupling of input shaft (connected to clutch/engine) from output shaft

(connected to drivetrain/wheel axle). This decoupling is achieved via a sub-
assembly system consisting of:

a) bearing (synchronizer) sleeves that allows free rotation between the

bearing's sleeve gear and its internal splined hub gear (connected to / part
of the main gear axis)

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

b) a pushrod selector system that allows engagement of different sized gears

via axial shifting of the bearing sleeve sub-assembly to engage only one
gearing set at any time

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

Manual transmission gearbox input & output shafts

Bearing sleeve selectors and their pushrods

Clutch disc assembly attached to the input shaft

12 Dec 2015

Main gear axis & countergear (set of gears solidly coupled to each other)

Brass synchronizer ring & its precision - machined internal diameter

12 Dec 2015

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

1st gear engaged

Close-up of bearing sleeve selecting 1st gear engagement

2nd gear engaged

12 Dec 2015

3rd gear engaged

4th gear engaged (direct drive, i.e. 1:1 ratio)

5th gear engaged

12 Dec 2015

Reverse idler gear engaged between countershaft gear (hidden) & main
gear
Source:
https://www.youtube.com/watch?v=vOo3TLgL0kM

---
Manual transaxle transmission for front-wheel drive transverse engines

This type of transmission is common on front wheel drive vehicles, or rear-

engined rear wheel drive ones. The principle of gear selection follows a similar
concept to the front engine rear wheel drive transmission above, except that:

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)

Transaxle gearset with 1st gear engaged

Transaxle gear assembly with 2nd gear engaged

12 Dec 2015

Transaxle gear assembly with 3rd gear engaged

Transaxle gear assembly with 4th gear engaged

12 Dec 2015

Transaxle gear assembly with 5th gear engaged

Transaxle gear assembly with reverse idler gear (mostly hidden by

primary shaft) engaged between primary & secondary shaft.

Source: https://www.youtube.com/watch?v=QAy710uiLs0

5. Collect information of troubleshooting guide of manual transmission.

---
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

ii) If the transmission is due for overhaul,

a) check synchronizer ring clearance (see below photo). A lack of clearance

to spec indicates worn synchronizer rings.

b) check teeth on synchronizer rings and gears & replace if necessary.

c) Also check the shape of the synchronizer sleeve and ring teeth for any
wear exceeding the OEM spec.

d) Check for any transmission fluid leakages. Rectify if present.

e) Check for gear play according to OEM spec. Replace if needed.

f) Check for any slop in gear linkages/shifting. Replace

parts/bushings/mounts if necessary.

If customer complains of grinding sounds during gear change, or will not get into
gear:

Possible causes Checks

Clutch disc Clutch disc may be worn. Check & replace if needed
Synchronizer rings worn See 5(ii) above

If customer complains of incidents jumping out of gear:

Possible causes Checks

Worn transmission Check mounting & replace if necessary
mounts
Worn linkages / detents Check & replace if necessary
12 Dec 2015

If customer complains of difficulty getting into gear during cold weather:

Possible causes Checks

Incorrect transmission Check & replace if necessary
fluid used for weather
temperature