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
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.
A clutch plate works like a brake pad and the flywheel is the brake rotor. Also, thanks for keeping it short and sweet, so it can be understood by all without feeling like a lecture.
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
@@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.
Took me several looks at the diaphragm spring to finally understand how stepping on the clutch pedal disengages the engine power from the wheels. Perhaps this part could have been more fleshed out (for non mechanically inclined guys like me) but overall, excellent animation and video. Thanks!
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.
@@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 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.
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.
You should've highlighted where the contact providing the clamping force is located, as it took me much longer than necessary to understand the mechanism as I was so laser-focused on the diaphragm spring leaflets.
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.
Wouldn't the clutch plate still be rotating after pressing in the clutch pedal? It's disengaged but isn't still spinning freely inside the clutch assembly?
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.
Okay so I want to know why there is a space between completely stomping the clutch, the engagement point and what happens with slow engagement vs rapid engagement or power shifting
Now I understand how force applied = clutch released. Though I figured it out on my own while watching the video. But then later saw it demonstrated in the video. Maybe that could have been elaborated on.
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.
2:15 I think in here there was a mistake? "When the clutch pedal is depressed" I think you mean pressed right? This is the best video I saw so far so simple. Thank you very much 🙏
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.
2:03 Not sure I got it right ... So when the pedal is pressed, the fork goes towards the clutch disk BUT the disk moves TOWARDS the fork too ? Because that diafragm has leverage on the exterior of the circle ? Or does the disk stay fixed (not gliding towards/away from the fork) and only the flywheel glides towards / away from the disk when pushed by fork ? I am driving for 20 years and I still not sure how that works ! :O
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 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
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.
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.
What’s the point of the clutch cover exactly? Is it just to hold the diaphragm spring?. It seems as if the clutch plate being directly connected to the fly wheel didn’t have much importance but if it’s acting as a housing to fixate something inside then I can understand. Just had a doubt would love an elaboration.
For those who really didn't get the real core principle. It is simple. You have the clutch disc. This is the round thing that looks like it has got brake pads on both side of it. It is the one that goes on the face of the flywheel first. Then you have that big thing, called pressure plate. This is the unit that bolts on the face of flywheel. Therefore, the clutch disc is sandwhiched between the flywheel and the pressure plate. Now, when you bolt the pressure plate on the flywood. AT that moment the clutch disc is pressed in against the flywheel and the pressure plate. This is the engaged position. This means that the clutch disc is engaged to the flywheel, the engine and threfore the transmission. Here is what happens when you press, that throw-out bearing against those fingers of the pressure plate. Those fingers are spring loaded in such a way with the pressure plate face, the fact that presses against the disc. That face pulls back from the disc. Yea pushinjg against those fingers causes the face of the pressure plate to pull back, this gives enough space for the disc to detach from the face of the flywheel. The flywheel spins and the injertia of the disc is enough that the disc will not stick and go along with the flywheel. Just how much the clutch disc pulls away from the flywheel you may ask? Hardly any more than that widtch of hair or two. So, when you push on the fingers of the pressure plate, it is not pushing against the disc at all. Those fingers are so designed onto the face of the pressure plate that pushing against it, causes the face of the pressure plate to pull back. Why the pressure plate moves backwards... see detail below in the response.
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?
Explanations very interesting and clear. Congratulation ! But would it be possible to make another video of that sort but which would explain what happened when the transmission is "R" or "D" or even "N", please ?? Thanks !
There's an entire generation reaching driving age now that will never know the joy & satisfaction of the immersive involvement of a manual-transmission (and even manual-steering) sports car. They'll never know what they've missed, and they're all too gadget-reliant for any driving skill and real intelligence.
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.
Nice animation, but there's still one thing I don't understand. What exactly is the element directly pressing the diaphragm spring? I see it's stationary, while the spring is rotating with the input shaft. So it looks like there's a lot of friction between these two elements, which may be problematic especially when pressing clutch pedal at high RPM (for example, switching to higher gear). Is there some mechanism to reduce this friction?
Not sure if this question has been answered or not. Pretty good animation. The thing that puzzles me is that the teeth of the flywheel seem to go in the opposite direction that the flywheel should turn--should be the same direction as the direction of crankshaft rotation. Am I wrong? Thanks.
This caught me off guard initially too. Look towards the outer edge in the cross-section and you can see how the teeth provide leverage which clamps the pressure plate to the clutch disc.
The thing that always bothered me is thinking that the engine engages with the transmission system with friction, I somehow feel I'm missing something as common sense tells me with friction the parts would quickly wear out. I know there are some springs to smoothen out the kick but there's still a big amount of friction every time you shift gear
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
@@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).
Normal position Pressure Plate squeezes clutch against flywheel allowing power transmission. Engaging clutch releases Pressure Plate allowing clutch slippage or no transfer of power.
You told transmission side will stop while we use clutch My doubt is at the time how is there a rotation takes place how will vehicle move on transmission side My doubt
I'm going to stick my head up here and say that this explanation is wrong. At 2:02 you state that 'a diaphragm spring provides the force to maintain this contact'. The diaphragm spring does no such thing. Its sole function is to hold the pressure plate away from the flywheel thus allowing the clutch to disengage. The clamping force is provided by the (usually three) leaf springs on the outer edge of the cover plate between the cover plate and pressure plate.
The diaphragm spring is made up of the 'fingers' at the centre of the pressure plate. With the clutch engaged they force the pressure plate onto the clutch plate, and the clutch plate onto the flywheel. With the clutch disengaged they allow the clutch plate to separate from the flywheel. multi-coil springs have a linear relationship between load and deflection, while diaphragm springs have a non-linear relationship dependent on ratios of dish height to thickness.
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.
Hi all. I am looking at two clutches and the details on both are identical. The only difference is the eject force. One is 3300 and one is 3600. Does a higher eject force mean higher performance? And also does it have any drawbacks? Like is the clutch harder to press or something? I would appreciate any help :)
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.
That's why leaving your foot resting on the manual clutch system is very bad for your clutch and it can destroy your friction grip pads of the clutch wheel.
Ok so let’s say I suppose to change from 3rd to 2nd at 52km/h but cos I’m a dumbass I accidentally press the clutch early at 60km/h from 3rd to 2nd and my engine screams a little bit and went up to 3000rpm the rpm is not at redline. I’m still safe? Redline is at 9000rpm still far away, but I’m worried of the abrupt rev on the downshifting. Please help
people with older car without needing to engage clutch to start a car, saying that you still need to press clutch in so it not damaging clutch... is it true ?
Not clear at all on how the diaphragm spring works. You need to clarify that it's a unique spring in that pressing the centre deforms the outer edges, thus releasing tension on the clutch plate.
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.
When friction plate worn or you “ride” the clutch . It’s why you can hold the car in an incline by balancing friction with force of gravity (I know Einstein said gravity isn’t a force but go with me here) pulling car down hill. Press the clutch more and car will roll back, release clutch and car will progress up hill. See my lectures on Gravity and friction. ….
How the hell does the clutch burn if you hold your foot on the clutch pedal? Thats what almost everyone says. If its disengaged while you hold the clutch pedal down, how can it burn?
This video so so easy to understand unlike some other people video who claim enginering but video explain like shit and so many uselesss part. This video is good.
“Clutch Cover”. really dropped the ball there. It’s called a Pressure Plate and the primary key why the assembly works. A “cover” is something you put over the barbie to keep the rain off.
@@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
year ago my old toyota car have power loss issue, i told my mechanic to change clutch canvas, the problem still persist until he found out that "diaphragm spring" is weaken so when clutch pedal untouched it didn't push back properly, so my man only change the springs for cheaper cost
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Great animation... Only that I still don't understand how the clutch works
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.
A clutch plate works like a brake pad and the flywheel is the brake rotor.
Also, thanks for keeping it short and sweet, so it can be understood by all without feeling like a lecture.
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.
This is for the first time that I clearly understand how a clutch works. Thanks for the amazing video!
www.riverdeneconsulting.com/auto/hydraulics/story_html5.html
Took me several looks at the diaphragm spring to finally understand how stepping on the clutch pedal disengages the engine power from the wheels. Perhaps this part could have been more fleshed out (for non mechanically inclined guys like me) but overall, excellent animation and video. Thanks!
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.
outstanding cross section animation. The only video that helped me actually imagine the coupling and decoupling of the clutch disk.
2:02-- 2:07 shows the movement necessary to understand how it works.
Good video.
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.
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.
every bit of information helps. thanks.
The best most concise animation and narration I've seen yet. Bravo!
I total agree.
Beautiful animation. Makes it much easier to understand the works.
Spectacular animation with great description, really well put together.
Thank you
You should've highlighted where the contact providing the clamping force is located, as it took me much longer than necessary to understand the mechanism as I was so laser-focused on the diaphragm spring leaflets.
The clutch pedal is depressed ? You're not the only one, mate !
Des Browning funny!
Good video, but how does excess use of clutch pedal causes the clutch plate to "burn"?
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.
This illustration video is so underrated, it should be appreciated more
the way the clutch spawns with a slight delay from the hexagon is so cute
beautiful explanation. Excellent animation.
Gooosh them clutches are driving me nuts!!
Short,to the point and clearly narrated video.
People may wondering what is that suspension. Its actually a suspension that makes the clutch acceleration smoother and not constant speed
Great! I wanted to know this so that I can understand how to launch the car better.
The best video to explain clutch operation ever. Thank you
Very clear explanation. Thanks!
Wouldn't the clutch plate still be rotating after pressing in the clutch pedal? It's disengaged but isn't still spinning freely inside the clutch assembly?
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.
I would’ve liked more animation from the red part of the clutch
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.
Excellent video ! 👍
Thank you very much!
@@Spraiser74 You're welcome !
Okay so I want to know why there is a space between completely stomping the clutch, the engagement point and what happens with slow engagement vs rapid engagement or power shifting
Very clear explanation... Thanks a lot..
Very good. In fact it's sooo good it could have been much longer. And yes, I know how much work goes into animation such as this. Thanks.
Very clear and concise video. Huge thumbs up from me and excited to see you're creating videos again.
We want more videos like this
Now I understand how force applied = clutch released.
Though I figured it out on my own while watching the video. But then later saw it demonstrated in the video. Maybe that could have been elaborated on.
Very clear and concise. But I'm still curious...why are there four spring built into the clutch plate? What are they for?
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.
2:15 I think in here there was a mistake?
"When the clutch pedal is depressed"
I think you mean pressed right?
This is the best video I saw so far so simple.
Thank you very much 🙏
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 wanted to know the function of those lateral coil springs. What are they there for?
They dampen judder or rattle and prolong life and prevent noise vibration.
2:03 Not sure I got it right ... So when the pedal is pressed, the fork goes towards the clutch disk BUT the disk moves TOWARDS the fork too ? Because that diafragm has leverage on the exterior of the circle ?
Or does the disk stay fixed (not gliding towards/away from the fork) and only the flywheel glides towards / away from the disk when pushed by fork ?
I am driving for 20 years and I still not sure how that works ! :O
It's not clear to understand the clutch function specially pressure plate
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.
Check out riverdeneconsulting.com
@@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
Cool animation but the main thing is how pressing the clutch paddle engages and dis-engages the force it's not clearly shown.
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.
What are the blue springs for?
Stop chatter, provide damping to reduce vibration caused by engine idling etc on heavy plates which can cause damage. Not always present
what is the function of pilot bearing, which is situated at input shaft and connected to flywheel?
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
What’s the point of the clutch cover exactly? Is it just to hold the diaphragm spring?. It seems as if the clutch plate being directly connected to the fly wheel didn’t have much importance but if it’s acting as a housing to fixate something inside then I can understand. Just had a doubt would love an elaboration.
Very nice explanation ❤ Thank you 🙏🏻
What are those blue springs for?
Stop or dampen chatter caused by engine. Vibrations can be annoying as well as damaging. Like shock absorbers on your car wheels.
Thanks Simon
It's really amazing.... Thanks a lot sir....❤️
www.riverdeneconsulting.com/auto/basics/story_html5.html
please, can any body tell me how this animation done? but i know it is not easy task...
Modo after effects and various other animation software. A render farm and lots of time
For those who really didn't get the real core principle.
It is simple.
You have the clutch disc. This is the round thing that looks like it has got brake pads on both side of it. It is the one that goes on the face of the flywheel first. Then you have that big thing, called pressure plate. This is the unit that bolts on the face of flywheel. Therefore, the clutch disc is sandwhiched between the flywheel and the pressure plate.
Now, when you bolt the pressure plate on the flywood. AT that moment the clutch disc is pressed in against the flywheel and the pressure plate. This is the engaged position. This means that the clutch disc is engaged to the flywheel, the engine and threfore the transmission.
Here is what happens when you press, that throw-out bearing against those fingers of the pressure plate. Those fingers are spring loaded in such a way with the pressure plate face, the fact that presses against the disc. That face pulls back from the disc. Yea pushinjg against those fingers causes the face of the pressure plate to pull back, this gives enough space for the disc to detach from the face of the flywheel.
The flywheel spins and the injertia of the disc is enough that the disc will not stick and go along with the flywheel. Just how much the clutch disc pulls away from the flywheel you may ask? Hardly any more than that widtch of hair or two.
So, when you push on the fingers of the pressure plate, it is not pushing against the disc at all. Those fingers are so designed onto the face of the pressure plate that pushing against it, causes the face of the pressure plate to pull back. Why the pressure plate moves backwards... see detail below in the response.
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?
Amazing explanation! Thanks!
now i understand how the clutch work. thanks!!
great clear animation
Explanations very interesting and clear. Congratulation ! But would it be possible to make another video of that sort but which would explain what happened when the transmission is "R" or "D" or even "N", please ?? Thanks !
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 .
There's an entire generation reaching driving age now that will never know the joy & satisfaction of the immersive involvement of a manual-transmission (and even manual-steering) sports car.
They'll never know what they've missed, and they're all too gadget-reliant for any driving skill and real intelligence.
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
Wow I got it in a seconds....great animation 🚵
This is excellent video, do I used this video and sharing in my page on social media?
Please do!
Good easy to understand video👍👍
Hi, can sameone tell me in which software i can create an animated videos? i need to create an piping videos. Thank you for all comments!
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....
Nice animation, but there's still one thing I don't understand. What exactly is the element directly pressing the diaphragm spring? I see it's stationary, while the spring is rotating with the input shaft. So it looks like there's a lot of friction between these two elements, which may be problematic especially when pressing clutch pedal at high RPM (for example, switching to higher gear). Is there some mechanism to reduce this friction?
Not sure if this question has been answered or not. Pretty good animation. The thing that puzzles me is that the teeth of the flywheel seem to go in the opposite direction that the flywheel should turn--should be the same direction as the direction of crankshaft rotation. Am I wrong? Thanks.
It’s a visual thing, a bit like watching an aircraft propeller maybe 🤔
This caught me off guard initially too. Look towards the outer edge in the cross-section and you can see how the teeth provide leverage which clamps the pressure plate to the clutch disc.
The thing that always bothered me is thinking that the engine engages with the transmission system with friction, I somehow feel I'm missing something as common sense tells me with friction the parts would quickly wear out. I know there are some springs to smoothen out the kick but there's still a big amount of friction every time you shift gear
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).
Normal position Pressure Plate squeezes clutch against flywheel allowing power transmission. Engaging clutch releases Pressure Plate allowing clutch slippage or no transfer of power.
You told transmission side will stop while we use clutch
My doubt is at the time how is there a rotation takes place how will vehicle move on transmission side
My doubt
Why does the friction disk have springs in it?
At idle you have engine chatter. The springs dampen this force to reduce vibrational damage .
I'm going to stick my head up here and say that this explanation is wrong. At 2:02 you state that 'a diaphragm spring provides the force to maintain this contact'. The diaphragm spring does no such thing. Its sole function is to hold the pressure plate away from the flywheel thus allowing the clutch to disengage. The clamping force is provided by the (usually three) leaf springs on the outer edge of the cover plate between the cover plate and pressure plate.
The diaphragm spring is made up of the 'fingers' at the centre of the pressure plate. With the clutch engaged they force the pressure plate onto the clutch plate, and the clutch plate onto the flywheel. With the clutch disengaged they allow the clutch plate to separate from the flywheel. multi-coil springs have a linear relationship between load and deflection, while diaphragm springs have a non-linear relationship dependent on ratios of dish height to thickness.
OMG... I love this... Alhamdulillah 🥰 I understand it now... Pray for me... I want to be an automotive engineer
Best of luck!
Throw out bearing, slave valve? Major components not mentioned
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
I only know the basics, but boy do i feel smart
Which type is it?
Hi all. I am looking at two clutches and the details on both are identical. The only difference is the eject force. One is 3300 and one is 3600. Does a higher eject force mean higher performance? And also does it have any drawbacks? Like is the clutch harder to press or something? I would appreciate any help :)
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!
Excellent information 👍👍👍
That's why leaving your foot resting on the manual clutch system is very bad for your clutch and it can destroy your friction grip pads of the clutch wheel.
Ok so let’s say I suppose to change from 3rd to 2nd at 52km/h but cos I’m a dumbass I accidentally press the clutch early at 60km/h from 3rd to 2nd and my engine screams a little bit and went up to 3000rpm the rpm is not at redline. I’m still safe? Redline is at 9000rpm still far away, but I’m worried of the abrupt rev on the downshifting.
Please help
Where is the Lore video of it?
In the vaults
people with older car without needing to engage clutch to start a car, saying that you still need to press clutch in so it not damaging clutch... is it true ?
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
Very well explained
nicely explained
Thank you 😃
very nice animation
What software do you use to simulate? Thank you, I really want to learn software to be able to do what you do, please
We used modo and adobe after effects thanks
Not clear at all on how the diaphragm spring works. You need to clarify that it's a unique spring in that pressing the centre deforms the outer edges, thus releasing tension on the clutch plate.
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.
Superb descriptions.... Thanks
Very very nice video
Best ever explanation ive ever seen about clutch. Thank you for uploading this one sir. #morepower👊👌👍
Wait, how about the friction or slip?
When friction plate worn or you “ride” the clutch . It’s why you can hold the car in an incline by balancing friction with force of gravity (I know Einstein said gravity isn’t a force but go with me here) pulling car down hill. Press the clutch more and car will roll back, release clutch and car will progress up hill. See my lectures on Gravity and friction. ….
Great man like you 🔥🔥
Very very nice. I found this helpful
How the hell does the clutch burn if you hold your foot on the clutch pedal? Thats what almost everyone says. If its disengaged while you hold the clutch pedal down, how can it burn?
This is the biting point at which it's not engaged and the two surfaces rub not grip hence burning
This video so so easy to understand unlike some other people video who claim enginering but video explain like shit and so many uselesss part. This video is good.
“Clutch Cover”. really dropped the ball there. It’s called a Pressure Plate and the primary key why the assembly works. A “cover” is something you put over the barbie to keep the rain off.
'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
Kollaaam pwoli saanam
How you make these animation videos
Blood, sweat and tears …. And PH
You didn't show disengage position
great vid!
Thanks for the animation
totally amazing many thanks , it is very clear; congratulation as animation 3D
Clutch lore.
Nice profile pic
It would have been helpful if you explained how the diaphram works! Otherwise, it gave me some clarity
bravo camarade tu fait un cours tres inportan
Not bad, but you should have incorporated a cutaway view to show what really happens inside that housing when the clutch pedal is used.
It did show it. I had to look a couple times, but it is there. 2:02 -- 2:07 shows the movement.
@@simpleman283 I see. Thanks.
Outstanding!
what is the software of this animation?
Modo and adobe after effects
year ago my old toyota car have power loss issue, i told my mechanic to change clutch canvas, the problem still persist until he found out that "diaphragm spring" is weaken so when clutch pedal untouched it didn't push back properly, so my man only change the springs for cheaper cost