Little baby bum

Watch it more times around 2.04 - 2.07. You will see what happen at the top of the video.

There is a full elearning tutorial to support this. The video is just an extract from the course. There are many other videos and courses including light vehicle hydraulics. Thanks for your comments

True

The clutch works in the same principle as the brakes on your car. Think of the clutch plate as the brake pads but in reverse. You press the brakes so the brake pads make contact with the rotors to slow the car. In a clutch the contact is constant (similar to you keeping pressure on the brake pedal) but when you press the clutch you release the pressure allowing the engine to spin freely without the transmission to be engaged. That being said as a total gear head myself I am still amazed that the clutch pad material can grip the flywheel so tight that the transmission is like a direct shaft connection. I guess the same can be said about brakes. How those tiny pads grab the rotors with so much power that it can bring a car to a screeching halt.

Working of spring is really highly creative... Taking more time to understand

It's not actually the diaphragm spring that holds the pressure, it's small springy pieces of metal on the outer edge of the clutch cover. the diaphragm 'spring' is actually just a lever to relieve the pressure.

Not quite. When a brake pad is pressed against a rotor, it prevents drive. In this case, when the clutch plate is engaged and pressed against the flywheel, it aids drive. When the clutch plate is disengaged and moved off of the flywheel, it prevents drive to the transmission. Completely opposite to how brake pads and rotors work.👍

@@sohailrafique3444 Probably meant that both use friction, like a brake pad pushing against the rotor is compared to the clutch disc pressing against the flywheel

Okay how do brakes work? You cant explain one confusing thing with another confusing thing

@@sohailrafique3444 - same principle however. The clutch plate is forced against the flywheel which cause the rotation of the flywheel to be transferred to the transmission. Not sure how this is confusing at all.

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every bit of information helps. thanks.

Des Browning funny!

The diaphragm spring doesn't provide the clamping force. It's not even a spring, it's a lever system to release pressure.

@@dopiaza2006 2:02-- 2:07 shows the movement necessary to understand how it works. Good video.

@@simpleman283 That shows the mechanism that disengages the clutch, but what actually forces the pressure plate to clamp the friction plate once the clutch is engaged?

​@@dopiaza2006 2:02 -- 2:07 shows the movement necessary to understand how it works. Good video.

​@@dopiaza2006 Copied from the comment section: The flywheel is spinning with the clutch pack assembly attached to it. The metal pieces in the middle of the clutch pack are the diaphragm springs, they push the clutch away from the flywheel when the clutch pedal is pushed in and let it get closer as you let the clutch pedal out. The diaphragm springs are pushing against the pressure plate. The springs that are on the inside area of the friction disc are dampening springs. They help to soften the felt engagement of the friction disc to the flywheel when the clutch pedal is being let out and engaging. The flywheel spins as the gas pedal is pressed, as the clutch pedal is being let out the friction disc, which is rubbing on the flywheel when friction point is achieved, is catching the transmission output to the wheels up with the rotation of the engine. When the clutch is let all the way out, pressure from the diaphragm spring is pushing the friction disc up against the flywheel to ensure engagement so when you accelerate the engine and transmission output are spinning at the same rate of speed. When the friction disc needs to be replaced, usually when you accelerate hard enough the clutch will "slip" and the engine will spin faster than the friction disc and cause a feeling of a loss of power. I probably didn't do a very good job of explaining it but there you go.

It quite clearly shows how the clutch peddle engages and disengages. The metal piece shown in front on the in front of the pressure plate is the release bearing and clutch fork, Which is what you are moving when you put your foot down on the clutch.

@@FilthTrackz I was referring to that clutch fork thing which is kind of hiding behind the crank shaft and it's mechanics can't be clearly seen.

I total agree.

Thank you

Agree -- the pressure plate and spring functionality was not as clear as it could be.

The red part is a pressed steel component bolted to the fly wheel. It isn’t a transformer- just rotates with the flywheel. It’s the finger springs, fulcrum ring and pressure plate beneath you mean.

Agree. Can someone explain why more pressure on the clutch plate equals disingagement.

That's when the shift occurs. When pedal is released, you should be in gear, that's what a clutch is for.

Lol now I'm confused too, as long as it drives whatever!

It's like a see saw, pushing in on the center of the clutch diaphragm spring makes the outer ring push out, moving it away from the friction plate and flywheel system. The spines are springs that constantly make the outer ring puch on the flywheel. Letting engine power to the wheels, but when the pressure is off(clutch engaged), it releases. Hope this helps!

Might be a little late but I'll try and explain. The video doesn't really explain how the diaphragm spring works. It's disc like shape but it's not a flat disk. The outer edge of the spring is constantly pushing on the pressure plate (and the pressure plate is pushing on the clutch itself). When you press the clutch pedal, the throw out bearing pushes on the inside of the spring. Those arm-like things. When they are pushed in, the outer ring of the clutch spring moves out (releasing the pressure). The pressure plate sits there so the clutch has a nice flat surface to apply friction. Not sure if I explained it well enough. Feel free to ask questions.

@@blindcheto195 not too late -- helped me out, thank you.

Thanks for comments and additional info. Please remember this is a video extract from a full elearning course.

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@@blindcheto195 please explain if you press the clutch you don't slow down the fly wheel I am getting angry because I don't understand I really want to understand when friction is happening and how power is stopped

Clutch plate speed is directly related to transmission speed

If you are in gear, the clutch plate will spin, if the wheels are moving

If you are not in gear, the clutch plate will not move if not pressed against the flywheel. Of course there is inertia of both components.

Your first paragraph is most unhelpful and your description makes no sense to anyone who has not seen a clutch. However your understanding of a clutch may or may not prove useful to others. This is a small snippet of video extracted from an interactive Elearning course. The videos require technical knowledge, huge expense, dedicated software and hardware etc etc, the video is bound by time constraints and signed off by relevant experts and SMEs. The whole process is vast and complex however your negativity goes to show that even after investing huge sums of money, time and quality and providing it for free and allowing people to voluntarily watch it ..."you can please some of the folks all the time and all the folks some of the time but there are others who will never be pleased. I'll pray for your heart to be softened (Tyson Fury ). Thanks for the note. The diaphragm spring is a tad confusing but a clever pivot in this simple but clever assembly works (pull and push types) . Similarly the void between the friction surfaces is very small also

@@Spraiser74 [It would have taken no less than a minute to simply verbalize why the pressure plate pop in and out. It is clear and obvious in the comments that the real principle you left out. HOW CLUTCH WORKS is the title of the video. And you know that. Not in any of the other animation it explains WHY THE PLATE PULLS BACK]. I also certainly did not explain the meat of the operation which is that. It is the core principle. I only said that when you push on those fingers (diaphragm spring) the pressure plate (some call it strap plate) pulls back. Clearly, I did not explain how that actually happen, the actually mechanics of it. This is the heart of the operation. it is what is all about. Why does the plate pull back? The spring is coned shaped (why cone shaped?) and its circumference does not change in size and is secured on the strap plate. When the center/cone is towards the transmission and you bolt the pressure plate casing onto the flywheel, it is pressing the strap plate and you can see how the cone part of the spring flattens to some extent. If it flattens where it is orthogonal to axial plane, you will actually lose pressure. Not good. When you push the throw out bearing against the spring where the spring goes beyond the vertical orthogonal plane and therefore the cone is in the opposite side (that is towards the engine), the strap plate now is in the opposite side towards the transmission. I say that is a clever design indeed just like them centrifugal clutches on them washing machine motors. You can actually see the principle if you make metal that is flexible and make it cone shaped. See what happens when you push it, watch what happens to outer edges. pop in and out as the center cone part being one side or the other side. That is clever. {{ When the pressure plate is bolted onto the flywheel, the spring pushing is at is maximum angle of pressure verticle angle. As the pressure increase on the spring say due to being pushed by throw out bearing the pressure is less and less and the spring now is more under stress. (Stress is an anward respose). Stress is not the same as pressure. However, at vertical position stress is maximum and the pressure is lost, once it passes beyond the verticle then the pressure is in the opposite direction and the spring is no longer under stress. Since there is really nothing pushing from the other side, it won't make any difference then. The objective is achieved}} When you let go the throw-out bearing, what causes the spring to come back to its original position indeed? I will leave this one for you. :-) My question is this: Why in the world foreign folks are always much more thorough? Why?

When U press clutch, does clutch plate seperate from pressure plate and flywheel or from just one of them two?

It doesn't stop, wheels still turn, that's why you can change gear by syncing engine speed with vehicle speed into any gear ish. It's not a stop start process unless you mess up the shift

Remember neither the engine or clutch stop rotating once moving hence. Fly wheel. The pick up after gear change is two moving surfaces

@@Spraiser74 thanks for the reply. So what you mean to say is that they engage very rapidly because both parts are already spinning (although probably at different speeds) and there's pretty much no friction? That could make more sense to me

Wild Eye Studios think about your brakes. They work in the same way and last a long time. They also work much harder. They stop they vehicle so often. All the clutch has to do is latch

​@@wildeyestudios5there's very very much friction. The clutch plate is clamped on the fly wheel with a tonne or so of force, and that force is released when U press clutch. In neatral/clutch depressed the clutch is still spinning, it always spins, I believe it's riveted to the RED!!!!! pressure plate. It spins with road speed, meaning when wheels are turning because gearbox always turns when wheels turn (road speed) when U rev motor in neatral flywheel spins (engine speed).

Modo after effects and various other animation software. A render farm and lots of time

i kind of agree, having come up in an age when you had little choice but to learn on a manual trans. that being said, I dont miss shifting gears at all. give me an automatic any day.

Izzi Michaels, we're on different pages. I wasn't talking about a straight-6 F100 with a 3-on-the-tree, nor about being burdened with a 5-speed Chevy Cavalier in traffic. I was talking about true sports cars, those without driver's aids like traction control or stability control or idiot-correcting things like lane departure alerts or hands-free cruise control. I'm talking about an '80s 911 or 328, a Cobra 289, even a slushbox MR2 or Miata... actual driver-involvement cars, the ones that require skill and talent to take to the limits while the driver is totally immersed in the mechanical experience.

@@igiveuponhumanity9238 i get that, i had a porsche when i was a kid.....i dont miss shifting gears. thats all im saying.

@@igiveuponhumanity9238 yeah cuz of technology and stuff. I recently got a mustang gt manual over tesla

At the point of engagement (as if holding steady on an incline) there will be small but material amount of slide (like rubbing two sheets of sandpaper together) . This will cause the clutch to wear. “Riding” the clutch or holding using it as a “handbrake” drastically wears it too. If you need to hold it long, put the handbrake on. It’s the crazy netherworld of neither engaged or disengaged that causes “slide” and friction and thus deterioration in the main.

Thank you very much!

@@Spraiser74 You're welcome !

that would be an automatic transmition sir, which would be a completely different topic.

@@kostyaryzhkov4221 Oh, I see. If you do it in the futur, let me know ! Thanks .

Thank you 😃

'Clutch cowel' - that would've proper dropped the ball. Whats the role of the pressure plate?

@@adrianlovic6486 remember the video shows a split shaft meaning two separate shafts the driver (engine) and the driven (transmission) look at 1:30 in video - The Pressure plate is a mirror opposite machine face of the flywheel and it is spring loaded. The clutch is sandwich between these two machine faces and is splined to the transmission. Clutch disk always spins 1:1 with transmission whereas the Pressure plate is bolted to the Flywheel so those two always spin 1:1 with engine. At normal rest both the engine and transmission spin 1:1 as a result of pressure plate spring force - when the clutch is pressed in, the spring fingers relieve the pressure plate, or backs it away from contact, removing the transfer of power to the transmission as the assembly is now decoupled. The pressure plate provides the clamping force to allow the transfer of power - the clutch disk is a sacrificial wear materiel to prevent steel on steel friction contact. The force of friction is what transfers the power, the clutch disk is what makes it tolerable

The state the clutch is in is depressed (pressed and held down). Think of a key on a keyboard, you press it and it becomes depressed (down state) you release it and it returns to unpressed state. It’s Symantecs but the clutch is definitely not suffering from anxiety and depression.

I know what a clutch is sadly they quit making sticks in new cars over here best type of transmission out there

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Best of luck!

It’s a visual thing, a bit like watching an aircraft propeller maybe 🤔

No, this is an extract from interactive Elearning course. Specked and designed to cover exactly what it does , no more no less. It is an introduction. However, the point made about the diaphragm spring is true. It’s just not relevant on this extract. It is not an encyclopaedic reference. It is an introduction to the clutch. No more, no less. Thanks.

It sits in the center of the flywheel. The end of the input sits in it. It provides support for that end. Keeps the input shaft straight. Can damage the gears in the trans if that is bad.

Also the input shaft seal

Excellent question. It’s about what is sometimes called clutch chatter. At idle and under load and driving , the clutch can vibrate. These springs act as dampers. A bit like shock absorbers if you like that soften the effect of the clutch vibrating and oscillating in the plane of rotation back and forth (clockwise and counter clockwise at idle) . They dampen the rotational “chatting” to reduce wear on each connected component.

​@@Spraiser74centre of clutch plate is separate to outer clutch plate, they suspended together by them springs like car suspension, so they dampen rotational force when clutch plate suddenly engages.

But they won't tell U that cos I'm sure they don't know that. Otherwise the springs are useless and just ornamental.

Please do!

Stop chatter, provide damping to reduce vibration caused by engine idling etc on heavy plates which can cause damage. Not always present

All I can advise is to carefully consider all the other connected parts such as drive shafts etc. Upgrading one can put stresses o. Others. In addition, call an authorised dealer who will be able to talk through your setup with you and advise. Best of luck.

@@Spraiser74 ok thank you!

This is the biting point at which it's not engaged and the two surfaces rub not grip hence burning

Stop or dampen chatter caused by engine. Vibrations can be annoying as well as damaging. Like shock absorbers on your car wheels.

Thank you for what comments? I don't see any because no of cares about you hijacking a clutch video to find out how to make an animation. You tool.

@@MJBclassics Thank you ! you boring person....

They dampen judder or rattle and prolong life and prevent noise vibration.

Love & Honour Love yep!

This project was driven by client needs at the time and for these videos not in scope, these are samples from interactive Elearning courses. Thanks. Check my other videos (CSC etc). These were all produced to strict spec but I have shared them to help. If they help that’s great. If additional information is required it is likely available elsewhere. I understand it can be frustrating and it would be good to have had a full comprehensive set going to advanced level but these videos alone took hundreds of hours , cost 5 figures, complex hardware and software, expert knowledge, editing, etc etc. server farms, render farms, et shoots and more. I am pleased that the videos have been viewed over a million times and helped a proportion of these. Similarly it helps others when people mention other topics which were beyond the scope or that may further help people research and understand. Thanks again.

Thanks for the hardwork and response

We used modo and adobe after effects thanks

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mat watson

This is a natural phenomenon. It is not an error. To see for yourself watch a propellor or fan! Shows you were engaged though. Thanks.

Simon Raisbeck This is incorrect. This ‘reversing’ effect only occurs when rotating objects are filmed...because of the frame rate of the camera.

@@steven2809 this is why we used cutting edge 3d animation software as used by blockbuster films 😜 seriously I didn't draw it. Even at this frame rate it took over 7 days to render on 12 machines.

Steven it’s funny that you’re actually incorrect

Nope. If in neutral it’s fine. However sometimes car was left in gear so depressing clutch meant didn’t risk shunting forward! Clutch law. Thanks