how to check magnetic clutch function in vtl lathe
Intended only to equip thermal cars, and more generally vehicles whose engine cannot stop running when stationary (which is the case with thermals), the clutch is rather familiar to the French, still followers of mechanical boxes for some of them. It should also be remembered that the clutch is also used on so-called robotic gearboxes, although they are often multi-disc and therefore not subject to wear. The single-clutch robotic ones being resumptions of mechanical gearboxes, they remain with single dry clutch, just like the first price double-clutches available on city cars in general.
The role of the clutch is therefore to make the link between the rotation at the engine output and the wheels (via the transmission). Indeed the engine must never stop otherwise it stalls. This would be the case if the engine was directly connected to the gearbox, since the stopping of the wheels would cause the engine cycle to stop (the movement of the pistons), this is what happens if you stop without disengaging. It is therefore also used for gear changes since to go from one report to another you have to "unhook" from one to go to the other.
So where is this famous clutch located? It is located precisely between the engine and the gearbox.
What does it look like? It looks like a disc that incorporates pads similar to brake pads (because there must be grip on the flywheel).
On the left (back) the clutch disc and on the right (in front) the cover with its flexible diaphragm in the middle. The small object at the top right is the release bearing. See the diagram at the bottom to better understand the mechanism...
clutch control
On older cars (border around the 90s), the clutch was controlled by a cable. Pressing the pedal therefore pulled a metal cable which itself moved the stop (called mechanical here) via a rocker (fork).
This technique has given way to the hydraulic control, much more pleasant to use and easier to set up in the maze of organs that today's cars have (not to mention that a cable tires and oxidizes with the weather ...). The operation is therefore carried out thanks to the transmitter and receiver (or hydraulic stop instead), the operation of which you can find on this article. The disadvantage, however, is to have a hydraulic leak in the clutch, with the need to drop the box to remedy the thing.
Advantages and disadvantages of a hydraulic clutch control
Among the advantages, we will note comfort of use and better durability over time with respect to the cable device (it wears out, is no longer very well lubricated and therefore it induces to force the pedal... until it ends up breaking) as long as the brake fluid is changed regularly. The other advantage is the ease of the device to be integrated into modern cars (a hydraulic network is more flexible in terms of integration than a cable linkage).
On the side of the disadvantages, we can cite the higher cost of manufacture but also concerns about hydraulic leaks which can become expensive (when the thrust bearing leaks, you have to separate the gearbox from the engine...
What happens when you "wax" the clutch?
The link between the gearbox and the engine is therefore made by two friction discs (clutch disc which wears out and flywheel which should never be changed) which come off more or less one from the other. another depending on whether the clutch pedal is pressed more or less strongly. It is therefore when these two discs gradually stick together that wear of the clutch occurs. The more they stick to each other, the closer their speeds come together to have the same when they are stuck (the speed has just been passed, and the wear is then almost non-existent because it does not there is no more ripping).
Note that the notion of maximum engine torque is mentioned here because the clutch/flywheel couple cannot receive infinite power. Indeed, if too much power is received by the system, the two discs will slide one on the other instead of remaining united. That's why there's no point in increasing the power of an engine too much if the transmission can't handle it... You have to get a reinforced clutch with two discs, or even a multi-disc (even more discs) if you made your engine as powerful as an F1.
When the stop goes to the left (action of disengaging, when you press the pedal) it bends the diaphragm. The pressure plate then moves backwards to the stop, thus lifting the disk from the flywheel. You will of course have understood that the engine is on the left and the gearbox on the right.
Notez that there is flexibility in the clutch disc, indicated by the two white arrows. The contour is the part that will rub against the flywheel, so it is particularly grippy. Wear will get the better of this coating mile after mile... Moreover, the clutch disc can be compared to brake pads because the lining covering them and the principle are quite similar. To adhere correctly to the flywheel, the clutch disc had to have gripping linings (like brake pads)
how to check magnetic clutch function in vtl lathe
Intended only to equip thermal cars, and more generally vehicles whose engine cannot stop running when stationary (which is the case with thermals), the clutch is rather familiar to the French, still followers of mechanical boxes for some of them. It should also be remembered that the clutch is also used on so-called robotic gearboxes, although they are often multi-disc and therefore not subject to wear. The single-clutch robotic ones being resumptions of mechanical gearboxes, they remain with single dry clutch, just like the first price double-clutches available on city cars in general.
The role of the clutch is therefore to make the link between the rotation at the engine output and the wheels (via the transmission). Indeed the engine must never stop otherwise it stalls. This would be the case if the engine was directly connected to the gearbox, since the stopping of the wheels would cause the engine cycle to stop (the movement of the pistons), this is what happens if you stop without disengaging. It is therefore also used for gear changes since to go from one report to another you have to "unhook" from one to go to the other.
So where is this famous clutch located? It is located precisely between the engine and the gearbox.
What does it look like? It looks like a disc that incorporates pads similar to brake pads (because there must be grip on the flywheel).
On the left (back) the clutch disc and on the right (in front) the cover with its flexible diaphragm in the middle. The small object at the top right is the release bearing. See the diagram at the bottom to better understand the mechanism...
clutch control
On older cars (border around the 90s), the clutch was controlled by a cable. Pressing the pedal therefore pulled a metal cable which itself moved the stop (called mechanical here) via a rocker (fork).
This technique has given way to the hydraulic control, much more pleasant to use and easier to set up in the maze of organs that today's cars have (not to mention that a cable tires and oxidizes with the weather ...). The operation is therefore carried out thanks to the transmitter and receiver (or hydraulic stop instead), the operation of which you can find on this article. The disadvantage, however, is to have a hydraulic leak in the clutch, with the need to drop the box to remedy the thing.
Advantages and disadvantages of a hydraulic clutch control
Among the advantages, we will note comfort of use and better durability over time with respect to the cable device (it wears out, is no longer very well lubricated and therefore it induces to force the pedal... until it ends up breaking) as long as the brake fluid is changed regularly. The other advantage is the ease of the device to be integrated into modern cars (a hydraulic network is more flexible in terms of integration than a cable linkage).
On the side of the disadvantages, we can cite the higher cost of manufacture but also concerns about hydraulic leaks which can become expensive (when the thrust bearing leaks, you have to separate the gearbox from the engine...
What happens when you "wax" the clutch?
The link between the gearbox and the engine is therefore made by two friction discs (clutch disc which wears out and flywheel which should never be changed) which come off more or less one from the other. another depending on whether the clutch pedal is pressed more or less strongly. It is therefore when these two discs gradually stick together that wear of the clutch occurs. The more they stick to each other, the closer their speeds come together to have the same when they are stuck (the speed has just been passed, and the wear is then almost non-existent because it does not there is no more ripping).
Note that the notion of maximum engine torque is mentioned here because the clutch/flywheel couple cannot receive infinite power. Indeed, if too much power is received by the system, the two discs will slide one on the other instead of remaining united. That's why there's no point in increasing the power of an engine too much if the transmission can't handle it... You have to get a reinforced clutch with two discs, or even a multi-disc (even more discs) if you made your engine as powerful as an F1.
When the stop goes to the left (action of disengaging, when you press the pedal) it bends the diaphragm. The pressure plate then moves backwards to the stop, thus lifting the disk from the flywheel. You will of course have understood that the engine is on the left and the gearbox on the right.
Notez that there is flexibility in the clutch disc, indicated by the two white arrows. The contour is the part that will rub against the flywheel, so it is particularly grippy. Wear will get the better of this coating mile after mile... Moreover, the clutch disc can be compared to brake pads because the lining covering them and the principle are quite similar. To adhere correctly to the flywheel, the clutch disc had to have gripping linings (like brake pads)
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