There are two types of clutch systems:

Mechanical clutch system

Hydraulic clutch system

New or the recent vehicles are built with hydraulic systems due to their self adjusting characteristic this
is because older mechanical clutches needed frequent adjustment to maintain proper gap between the
clutch release bearing and the clutch pressure plate.

Focus however will be on the modern hydraulic system since is very likely that your car has this
modern system not the older design.

Major component in a hydraulic clutch system include:

1- Clutch master cylinder

2- Clutch pedal

3- Clutch slave cylinder

4- Clutch fork (not all cases)

5- Clutch release bearing

6- Clutch pressure plate

7- Clutch disc

8- Flywheel

9- Pilot bearing or pilot bushing (depending on the manufacturer).

Parts in clutch :-
The clutch assembly consists of many small parts but following are the major parts

1. Flywheel – The flywheel, mounted on the crankshaft, keeps on running as long as the engine keeps

running. The flywheel is equipped with friction surface OR a friction disc is bolted to outer side of

flywheel.

2. Friction discs – Single OR multiple(as per requirement) discs lined with friction material having high

coefficient of friction are mounted on the driven shaft.

3. Pressure plate – Another friction disc is bolted to pressure plate. The pressure plate is mounted on

the splined hub.

4. Spring & release levers – The spring used are diaphragm springs which moves friction disc back &

forth. The spring is retracted with the help of levers.

Working of Clutches(friction) :-
The principle behind working of clutches(friction) is that no torque/power gets transmitted until both

the friction plates touch each other.

Things to keep in mind before understanding the working –

 One friction plate is bolted to flywheel & the other is movable over the crankshaft.
 The amount of torque delivery depends on how much the axial load is a pplied on the friction
disc.
 The movable disc is splined on crankshaft & is able to move back and forth with help of clutch
pedal.
 More the axial load, more the power transmission; less the axial load, lesser power
transmission. W hich also means
if Load=0, power transmitted=0 &
when Load= max spring force, power transmitted= maximum !
 Load is applied by the pressure plate since the pressure plate is connected to multiple helical
springs OR single diaphragm spring !

Types of Clutches :-
1. Single-plate clutch
2. Multi-plate clutch
3. Cone clutch
4. Centrifugal clutch
5. Electromagnetic clutch
6. Hydraulic clutch
Basic friction clutch

Most cars use a form of friction clutch which has all the normal components that you have probably
seen or heard of before. Operated hydraulically or by a cable, a friction clutch uses a pressure plate, a
clutch plate (or clutch disk) and a release bearing to engage and disengage the flywheel and the
transmission. Most cars will use a simple single-plate clutch, with only higher powered engines needed
a multiplate clutch to engage the transmission properly.

When the clutch pedal is depressed, the release bearing applies a pressure to diaphragm springs on the
pressure plate which releases a clamping pressure on the clutch plate and disengages the transmission
from the flywheel.

As the gear change is made and the clutch is released, the release bearing is sent back from the
pressure plate and the clutch plate is again clamped and driven by the pressure plate, allowing drive
through to the transmission.
Wet and dry clutches

Wet clutches in general have multiple clutch plates (in cars) and have a supply of oil to lubricate and
cool the components. They are used in high torque situations where friction levels would be high and
therefore clutch temperatures would soar without some form of coolant. Any powertrain over 250lb ft of
torque should really be employing a wet clutch to avoid excessive wear on the rest of the transmission
through overheating.

Dry clutches on the other hand have no oil supply and are generally single-plate. This means they can
be more efficient as lubrication can lead to a lack of friction between the plates in a wet clutch as well as
producing parasitic losses from the drivetrain as a pump is needed to supply the lubricating oil. The
small coefficient of friction in a wet system is therefore the reason for having multiple plates for effective
clutch performance.

Multiplate clutch

With multiple friction plates stacked on top of each other, obvious benefits are that the amount of friction
generated within the clutch can be greatly amplified and therefore it can cope with much higher torque
inputs. Used in many racing cars including Formula 1 and WRC, the amount of friction needed to stop
the clutch slipping can be fitted into the same diameter as a single-plate clutch due to the neat stacking.

Dual-clutch systems
Dual-clutch transmissions now dominate the premium car market after their first general release
through the VW Mk4 Golf R32. Using one large clutch for odd gears and a smaller clutch for even gears,
this form of transmission is renowned for quick, smooth changes and is now found in every supercar
worth its salt, as well as many hot hatches and saloons.

Used in automatic and semi-automatic setups, DCTs use two wet multiplate clutches which eradicate
the need for a torque converter. The shifts are seamless due to the fact that the torque output to the
driven wheels is not broken as it can be applied to one clutch while the other is disengaging, meaning
no break in output.

Electromagnetic and electrohydraulic clutches

Electromagnetic clutches can be used when mechanical sympathy and timing of clutch operation is
generally disregarded, with the clutch being actuated by a simple button press on the gearstick or even
a proximity sensor when your hand is near the gearstick. When the clutch is actuated remotely, a DC
current passes through an electromagnet which produces a magnetic field. The armature is then
attracted to a rotor, creating a frictional force to engage the engine and transmission.

Electromechanical clutches are prominent in the automotive industry, used in virtually every paddle-shift
system. By pulling on a paddle, an electrical signal is sent to a computer which engages a servo to
disengage the clutch hydraulically.

This negates the need for any form of clutch pedal and when combined with a DCT transmission can
become the most efficient form of gear changing on the market. In general, these systems are used
alongside more powerful powertrains and therefore use multiple plates within the clutch.

There are a few other clutch types out there, but most of them are either extinct or are only used in
much smaller factions of the automotive sector. For example, centrifugal clutches are widespread in
the moped and biking industry, using shoes (like on a drum brake) to engage and disengage the clutch.
Dog clutches are also used in non-synchromeshed transmissions but necessitate double de-
clutching and were brushed under the mat once gearboxes evolved.

If you’re looking to get more power from your engine through modifications, thinking about your clutch is
a must. As Alex experienced when turbocharging his MX-5, once torque reaches a level too high for
your clutch, the plates begin to slip as they can’t handle the forces channeled through them. In this
scenario, a clutch upgrade is needed, and numerous aftermarket specialists manufacture performance
clutches for this reason. Most of us will only ever really encounter a standard friction clutch on our
travels, but there are plenty options out there if an increase in power is on the cards.